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[Illustration: COUNT ZEPPELIN
1838-1917]
Zeppelin
The Story of a Great Achievement
For the great vision and unfaltering devotion to an idea that gave the
rigid airship to the world, this compilation is my humble tribute to the
memory of Count Zeppelin.
[Signature: Harry Vissering]
Chicago, August, 1922
Copyright 1922
by Harry Vissering
All rights reserved including that
of translation into foreign languages.
[Illustration:
"_The forces of nature cannot be eliminated but they may be
balanced one against the other._"
_Count Zeppelin, Friedrichshafen, May 1914._]
"The savage can fasten only a dozen pounds on his back and swim the
river. When he makes an axe, fells a tree, and builds a raft, he can
carry many times a dozen pounds. As soon as he learns to rip logs into
boards and build a boat, he multiplies his power a hundredfold; and when
to this he adds modern sciences he can produce the monster steel
leviathans that defy wind, storm and distance, and bear to the uttermost
parts of the earth burdens a millionfold greater than the savage could
carry across the narrow river."
--_Horace Mann_
FOREWORD
"Of all inventions, the alphabet and the printing press alone
excepted, those inventions which abridge distance have done
most for civilization."
--_Macaulay._
The economic value of the fast transportation of passengers, mail and
express matter has been well proven. The existing high speed railway
trains and ocean liners are the result of the ever increasing demand for
rapid communication both on land and water.
Saving in time is the great essential. The maximum surface speed has
apparently been attained. The railways and steamships of today, while
indeed fast, have reached their economical limit of speed and it is not
to be expected that they will be able, because of the enormous
additional cost of operation involved, to attain much greater speeds.
The large Zeppelin Airship supplies the demand for a much faster, more
luxurious, more comfortable and more safe long distance transportation.
It is not restricted by the geographical limitations of the railway and
the steamship. _A Zeppelin can go anywhere_, in fact the cruising radius
of a Zeppelin is only limited by the size of the ship and the amount of
fuel it can carry.
Zeppelins, only slightly larger than those actually flown during the
last few months of the war, are capable of safely and quickly making a
non-stop flight from Berlin to Chicago and from New York to Paris in 56
hours, carrying 100 passengers and in addition 12 tons of mail or
express matter.
In November, 1917, the Zeppelin L-59 made a non-stop flight from Jambol,
Bulgaria, to a point just west of Khartum in Africa and return to Jambol
in 95 hours (4 days) covering a distance of 4225 miles and carrying more
than 14 tons of freight besides a crew of 22, which performance remains
a world's record for all kinds of aircraft, airship or aeroplane.
In July, 1919, the British Rigid Airship R-34 (copy of the Zeppelin L-33
brought down in England) crossed the Atlantic in 103 hours and after
being refueled at New York returned home in 75 hours.
[Illustration: Count Zeppelin, Doctor Eckener and Capt.
Strasser (Chief of Naval Air Service). On the occasion of the
last visit of the Count to the Airship Harbor at Nordholz.]
[Illustration: Dr. Ing. Ludwig Duerr, Chief Engineer. Who was
associated with Count Zeppelin from the start.]
The German Airship Transportation Company--DELAG--(a Zeppelin subsidiary)
during a period of three years just before the war, 1911-14, carried
34,228 passengers without a single injury to either passengers or crews,
and after the war, from August 24th to December 1st, 1919, by means of
the improved Zeppelin "Bodensee" carried 2,380 passengers, 11,000 pounds
of mail (440,000 letters), and 6,600 pounds of express matter, exclusive
of crews, between Friedrichshafen (Swiss frontier) and Berlin under
unfavorable weather and terminal conditions, besides a flight from
Berlin to Stockholm and return.
The U. S. Government has concluded arrangements (June, 1922) with the
Allied Powers whereby the U. S. Navy will receive a modern Zeppelin as a
part of America's share of the aerial reparations.
This new Zeppelin will embody the very latest improvements in airship
design and will be delivered by being flown from Berlin across the
Atlantic to the Navy's Airship Harbor at Lakehurst, New Jersey. It will
be built by Luftschiffbau-Zeppelin (Zeppelin Airship Building Co.,
Ltd.), at their Friedrichshafen Works and will be a 70,000 cubic meter
(2,400,000 cu. ft.) gas capacity commercial type, as it is intended that
it will be flown in the United States to demonstrate the safety and
practicability of long distance airship-transport. It will be delivered
by a Zeppelin crew. The arrival in the United States of this strictly
modern Zeppelin will no doubt create a wonderful interest as the
American people have never seen a real Zeppelin and it will give a great
impetus to airship activities throughout the world.
The U. S. Navy are building at Lakehurst, N. J., the ZR-1 modeled after
the Zeppelin L-49. The ZR-1 will be of 55,000 cubic meters (1,940,000
cu. ft.) gas capacity and is intended for use as an experimental and
training ship.
Luftschiffbau-Zeppelin is building (August, 1922) at Friedrichshafen a
Zeppelin of 30,000 cubic meters (1,059,000 cu. ft.) gas capacity to be
used for experimental and training purposes. It will be finished in the
winter of 1922-23 and in time to take advantage of some of the worst of
winter weather conditions for experiments having to do with airship
navigation under the extremes of weather and temperature.
Considerable of the information contained in these pages has been
furnished by Luftschiffbau-Zeppelin for which the author is greatly
indebted to them.
HARRY VISSERING
[PLATE 1: Zeppelin "LZ-1" First Ascent July 2nd, 1900.
Count Zeppelin's First Floating Shed on Lake Constance
(Bodensee) and the Zeppelin "LZ-1", July 1900.]
CHAPTER I
Zeppelin and His Airships
Count Ferdinand von Zeppelin was born at Constance on Lake Constance
(Bodensee), Germany, July 8th, 1838. His boyhood was not unlike that of
others in Central Europe; and, as a matter of course, young Zeppelin was
enrolled at a military school at Ludwigsburg, from which he in due time
graduated into a lieutenancy in the Wurttemberg Army, but he was not
particularly enthralled with the quiet life of a garrison in peace time.
His creative faculties demanded something more of life than the routine
of inspections, drills and dress parades. When he died on March 8, 1917,
in Berlin, the whole world mourned the loss of one whose genius and
vision had developed the rigid airship into a practical vehicle of the
sky, proved of inestimable value in peace and war. Zeppelin had lived to
see _more than a hundred rigid airships built_ from his designs and
under his personal supervision. And so completely was his personality
interwoven with the creation of these aerial giants that throughout the
world all dirigible lighter-than-air craft are looked upon as the noted
Zeppelins, and are referred to as such. It is an unconscious but none
the less fitting tribute to the man who, starting when he was past the
half century mark, has made possible the greatest of all vehicles for us
to use in our new dominion--the air.
An Officer in the American Union Army
[PLATE 2: Zeppelin "LZ-3" Over Count Zeppelin's First Floating
Shed October 1906.
Zeppelin "LZ-3" in First Temporary Land Shed.
Which was erected and used while the new double shed, completed
in 1908, was being built at Friedrichshafen.]
Here in America the Civil War was attracting the adventurous from all
parts of the world and shortly after it started, Zeppelin came over to
join the Union Army as a volunteer officer and thus to add to his
military education, but Zeppelin was not only the officer. He loved to
roam in out of the way places and whenever opportunity afforded he
organized hunting parties and went off on long sojourns in the then
sparsely inhabited regions of the Mississippi Valley. Here he played the
explorer and wrote letters back home dwelling on the pleasures of
exploration and the possibilities in store for him who could invent
something that would take one to the far and inaccessible parts of the
earth.
Zeppelin's First Rigid Design
His impressions gained during the American Civil War, where he had the
opportunity of making captive balloon ascensions, and also in the
Franco-German War where he had the opportunity of watching the numerous
balloons leaving Paris during the siege, no doubt, first originated in
Zeppelin's mind the thought of developing a large rigid airship. In
fact, as early as 1873 he designed a large rigid airship, sub-divided
into single compartments and he emphasized the importance of such
aircraft for long distance transportation in order to help in the
civilization of mankind.
In 1887 Zeppelin submitted a memorandum to the King of Wurttemberg in
which he explained in detail the requirements of a really successful
airship and stated many reasons why such airships ought to be large and
of rigid construction. However, nothing of importance was actually
accomplished until he resigned as a General in 1891 in order to give his
full time to his invention.
[PLATE 3: Zeppelin "LZ-4" Starting From the Floating Shed on a
Twenty-four Hour Flight, June 1908.
Count Zeppelin's Second Floating Shed With Zeppelin "LZ-5".
Lake Constance (Bodensee) 1908.]
In 1894 at the age of 56 years, with the assistance of an Engineer,
Kober, he had completed the design of a rigid airship, and the modern
rigid airship of today is not essentially different from Zeppelin's
first design. He submitted these designs to a special committee that had
been appointed by the most famous of the German scientific authorities
and was greatly disappointed over the decision of the committee which,
although they could not find any essential faults in the Count's
design, could not recommend that an airship be built in accordance with
Zeppelin's plans. Admitting that he was not the first to conceive the
idea of rigid airships, Count Zeppelin, however, insisted that he had
arrived at new principles and that these principles were sound. There
had been several attempts to build rigids, but there always had been too
much weight of the necessarily voluminous framework, which so anchored
the craft with its own weight that it could not lift itself. The
discovery of aluminum made this problem less difficult, however, and
many models were designed with the framework of this light material.
Two years after Count Zeppelin had completed his first designs and while
he was still endeavoring to arouse enough interest to warrant the
construction of a rigid ship, an aluminum framework rigid ship was built
by another group near Berlin. This ship was of approximately 150 feet in
length, but of an essentially different design from Zeppelin's. The
outer cover was made of metal. On its first trial flight it was
compelled to land, due to engine trouble and the fact that the framework
of the ship was not strong enough to stand the stresses of the landing,
caused it to go to pieces and this failure was quickly seized upon by
the then existing adversaries of the rigid airship as an argument
against the construction of rigid airships with a metal framework. This
was unfortunate to the cause of rigid airships, because while Zeppelin
had not been identified with that attempt, all experimenters were
included in the popular condemnation.
Zeppelin's improvements were beginning to be recognized and admitted,
but the money necessary for the development was not forthcoming.
Financing the First Zeppelin Company
[PLATE 4: Zeppelin "LZ-5" On an Excursion With Members of the
German Parliament Aboard. Autumn 1908.
Zeppelin "LZ-6" and "Deutschland" in the First Double Shed at
Friedrichshafen.]
Zeppelin, in spite of many difficulties, succeeded in enlisting the
necessary private capital and in 1898 organized a stock company
(Aktiengesellschaft zur Foerderung der Motorluftschiffahrt) to promote
motor airship flights. It had a paid in capital of one million marks
($238,000).
With his characteristic sound judgment and thoroughness of purpose,
Count Zeppelin chose the Lake Constance (Bodensee) country for his
initial efforts. He had known the lake and local weather conditions from
boyhood and was convinced that the smooth ample surface of this
beautiful lake offered the best facilities for the handling, starting
and landing of these extremely large craft, though it was not long
before enough had been learned to alight with them on land.
Now the giant Zeppelins can land at will with perfect safety on either
land or water.
Today Lake Constance is recognized as the best place in the world for
the training of airship personnel.
The eyes of the entire aeronautical world were focused on the floating
airship shed (Plate 1), which Count Zeppelin built and anchored in a bay
close to his workshops at Manzell, near Friedrichshafen. During the
months that he was making the parts in the shop and assembling his ship
in the shed, there was much speculation as to its appearance. It was
generally thought by others who had experimented with aircraft that
Zeppelin had some very laudable ideas, but as a rule persons were
skeptical concerning his ability to produce a practical machine.
Interest increased and when he announced that he would fly on July 2nd,
1900, all those interested in aeronautics, who could make the trip, came
to Friedrichshafen and for several days before the flight delivered
professional opinions predicting failure.
The First Zeppelin Flight
[PLATE 5: Zeppelin "Deutschland" of the "DELAG", 1910. The
First Passenger Carrying Airship.
Zeppelin "Schwaben" Second Passenger Ship of the "DELAG",
1911.]
They solemnly averred that the airship would bend with the weight of the
gondolas under its ends. They said if it bent, the engines and
steering apparatus would not function. Further, they feared the ship
would keel over in mid-air because, and they backed this assumption with
figures and formulas based on their professional engineering knowledge
and technique, as they pointed out, the center of gravity was too high.
Then again the motors would surely explode the ship because the gondolas
which held them were too close to the body. All expected Zeppelin to
fail, and they were on hand as witnesses when first the big cigar shaped
bag was floated out of its shed (Plate 1).
It was a huge thing in those days, 419.8 feet long (128 meters), with a
diameter of 38.3 feet (11.7 meters). It was made up of an immense
aluminum framework including 24 longitudinal girders running from nose
to tail and drawn together at the ends. Joining the girders were 16
rings, (reinforced with diagonal wires), formed of transverse girders,
which held the body together. On the bottom side of the body was fixed a
bridge-like construction which strengthened the framework sideways and
attached to it were two motor gondolas.
Over this vast framework Zeppelin had stretched an envelope of smooth
cotton cloth, to lessen the friction through the air and to protect the
gas bags from the direct rays of the sun. There were 16 single gas cells
made of rubberized balloon cloth placed inside the framework. All were
equipped with safety valves and several were provided with maneuvering
valves. All together they contained 388,410 cubic feet (11,000 cubic
meters) of hydrogen gas, which Zeppelin was confident would lift 24,450
pounds (12,000 kilograms).
[PLATE 6: Zeppelin "L-1". The First Naval Airship, 1912.
Zeppelin "L-2". The Second Naval Airship, 1913.]
Immediately after the ship had been floated from the hangar Zeppelin
permitted it to rise off the pontoons on which it had rested and the
first successful rigid airship flight was an accomplished fact. He nosed
his craft up through the air, the two 16 horsepower motors sending it
along slowly at 13.5 miles per hour (6 meters per second).
Notwithstanding this low speed the craft responded to the controls and
Zeppelin a few minutes later demonstrated that he could alight safely as
well as take off.
The First Company Dissolved Through Lack of Funds
Zeppelin made three flights with his first airship, on the third making
17.8 miles per hour (8 meters per second) but the funds had become
exhausted and overtures to the Government and industrial concerns
failing, he dissolved the stock company and began anew his struggle for
capital. Somehow or other people were not interested in aerial
navigation. They were less willing to invest their resources in
experimental machines. For five years Zeppelin labored tirelessly to
make persons believe in his project. He personally traveled the length
and breadth of the land endeavoring to show that this was an enterprise
so stupendous in its possibilities and importance to the world that it
should be substantially endorsed.
Assisted by the King of Wurttemberg
It was not until 1905 that King William of Wurttemberg having supplied
the funds and an aluminum manufacturer having lent him sufficient
material for another frame that Zeppelin, now 67 years old, was able to
start work on his second rigid airship. He completed it that fall after
working incessantly day and night, making important changes over the
first design, strengthening and at the same time lightening the
framework and adding considerably to the efficiency of the steering
apparatus. Motors also had been developing during that period and he was
able to find two 85 horsepower motors for his power plants.
[PLATE 7: Zeppelin "L-2". Interior View showing Internal
Corridor Construction. Gas Bags Not Inflated. 1912-1913.]
And then, as the ship was being taken out of the hangar the first time,
the forward steering gear broken, and the craft was literally driven by
the wind the entire length of Lake Constance, not stopping till it was
brought up against the Swiss shore, whence with much difficulty it was
returned to the workshops and repaired.
The next time he flew, Zeppelin took the ship to a height of 1640 feet
(500 meters) over the lake before motor trouble developed and he was
forced to land at Allgau. Though he had no assistance aside from his
crew and had made no preparations the inventor was successful in
landing; and he moored her there in an open field for the night while
repairing the motors. Before they could be started again a winter storm
swept against the craft and it was so badly damaged that Count Zeppelin
with a heavy heart was forced to give orders to dismantle it.
Handicapped by Motor Trouble
There was world-wide comment over the accident which was not due to
structural defect or design. Zeppelin explained that he could have
survived the storm had he been able to keep his motors running. But
everybody thought his dream was shattered, one more glorious failure.
But Zeppelin did not agree with public sentiment. The following April he
commenced his third ship, throwing into the venture his last resources
along with all the enthusiasm and confidence of youth. It was this that
enabled him to announce its completion in October 1906. It was exactly
like the one destroyed at Allgau except for the stabilizers at the stern
which had been added to permit of smooth flying (Plate 2).
Successful Trials with the Third Zeppelin
Experiments with this craft were immediately successful. Zeppelin guided
it over the lake between three and four hours in a single flight, making
wide circles and maneuvering under absolute control, remarkable in view
of its size. The ship also showed superior speed, making 28.8 miles per
hour (13 meters per second).
[PLATE 8: Zeppelin "L-3" Naval Airship, 1914.
Zeppelin "L-11" Naval Airship, 1915.]
This ship brought Zeppelin and his assistants their first public
recognition. The German Government offered the inventor a new floating
shed (Plate 3), larger than the old one, which would enable him to
improve his craft and enlarge them. To him this was the most essential.
He more than any other apparently realized that he must increase their
size to develop practical weight lifting capacity.
The Government Becomes Interested
Meanwhile he continued his demonstration flights with his third ship,
culminating on October 1st, 1907, in a brilliant 8 hour flight of more
than 218.5 miles (350 kilometers). Thereupon the Government officials
declared their willingness to take over Count Zeppelin's ships if they
fulfilled certain requirements, among them a twenty-four hour flight.
Early the next summer Zeppelin took out another new ship, LZ-4 (Plate
3), somewhat larger than its predecessors, holding 529,650 cubic feet
(15,000 cubic meters) of hydrogen. This increased size gave it a
carrying capacity of 37,478 pounds (17,000 kilograms) which, with
increased motor power--each engine estimated at approximately 100
horsepower--made it a practical weight carrying and speedy craft. Count
Zeppelin with an eye to the passenger and military possibilities had
also built into the forward part of the hull, on top, an observation
platform. It marked the beginning of refinement in design and
conveniences which has been continued unceasingly. Here was an airship
which Zeppelin felt worthy of demonstrating to the public at large.
Zeppelins for Commerce and War
His great flight on July 1st, 1908, was as successful as it surely was
daring for he took the new rigid up over the Swiss Alps to Lucerne and
back again.
[PLATE 9: Zeppelin "L-13" Naval Airship Leaving Friedrichshafen
for Its North Sea Base, 1915.
Zeppelin "L-30" Naval Airship, 1916.]
The world was astounded, particularly his contemporaries, a majority of
whom unhesitatingly flooded the grand old man with enthusiastic
messages of congratulation. Just as he had worked so devotedly to
bringing forth something in which the German people could have faith, so
was his faith justified. The public was wildly enthusiastic. Everybody
was proud of the accomplishment on German soil and joyfully acclaimed
Zeppelin whose lone ideas were now the ideas of a nation. His triumph
was not only official but national. His vision was the vision of the
people and it was an accomplished fact.
Rarely had there been such national interest shown in any sort of
venture as that represented by the vast throngs that gathered from all
parts of the empire to witness the start of the official duration flight
on August 4th that year. Zeppelin planned to sail the ship down the
Rhine Valley toward Mainz and return. He got away on schedule and
disappeared in the soft haze, all Germany receiving reports of his
progress as the ship appeared for a few moments over a village and then
out of sight once more.
But disaster awaited the gallant ship. On the return flight motor
trouble caused a forced landing at Echterdingen near Stuttgart. A storm
blew up and the airship was torn from its moorings. As it was being
whirled into the air, the entire structure was suddenly enveloped in a
solid flame and Zeppelin a few moments later was gazing at the twisted
skeleton of his latest efforts.
The Zeppelin Endowment
[PLATE 10: Zeppelin "L-43" Naval Airship, 1917. Showing Maybach
Motor Works and Part of Friedrichshafen.
Zeppelin "LZ-77" Army Airship, 1915.]
It was thought then that Zeppelin had built his last airship. He had
employed all his own personal resources in that venture, and though the
rigid had performed remarkably, even his closest friends could see
nothing but failure in further attempts to establish the new science.
But they were wrong. Zeppelin had been more successful than he realized.
His persistent efforts had continuously improved the rigid type. Each
flight was better and more efficient than the ones preceding it. All
this had been noted by the people. When it was learned that Count
Zeppelin had no funds with which to continue, a popular subscription
campaign was started in various sections, with the result that within a
few weeks 6,000,000 marks (approximately $1,500,000) had been
contributed and turned over to Zeppelin for him to use as he saw fit in
carrying on his experiments. Here indeed was recognition. For the money
had come from persons of high and low degree, from huts and palaces. The
Zeppelin fund was truly representative of the people. It made the shops
and hangar on Lake Constance a popular institution. For the first time
in his life the inventor found his airship enterprise on a firm
financial basis. With this foundation he was able to increase his shop
and laboratory facilities and make important changes in his
organization. Instead of being forced to produce something for
demonstration flights alone, he was able to concentrate on practical
development. His personnel was ably qualified for the new work. Many of
his assistants had been with him since the beginning. His progress had
been theirs in the new science of lighter-than-air engineering. Many of
these men are still with the Zeppelin organization which retains the
original name created by the popular support of the German people.
The Beginning of the Zeppelin Organization
With the 6,000,000 marks presented to him Count Zeppelin founded the
"Zeppelinstiftung zur Foerderung der Luftfahrt" (Zeppelin Endowment for
the Propagation of Air Navigation). This organization is the exclusive
shareholder of Luftschiffbau Zeppelin (the constructing company), and
through this controls the many subsidiary companies, each one producing
essential parts of the Zeppelin so that the entire organization is
practically independent of outside sources. The various organizations
have been added to and developed at intervals since the Zeppelin
Endowment was created in 1908. They are not only concerned with
producing airships and all their parts but with developing airplanes,
seaplanes and power plants, with the special machinery so important to
the success of the new aircraft which Zeppelin continuously produced and
which proved superior to other products, due in no small part to the
splendid organization developed by means of the popular fund, the
profits from which under the terms by which Count Zeppelin accepted it,
must continuously be thrown back into the treasury "to be used
exclusively for the propagation and development of air navigation."
[PLATE 11: Zeppelin "L-59" Naval Airship.
Which made the still unbroken World's Record Non-Stop Flight of
4225 miles from Jambol in Bulgaria to just west of Khartum in
Africa and back to Jambol, carrying 14 tons of freight in 95
hours, November, 1917.
Zeppelin "L-59" Engine. Telegraphs and Navigators Desk.
Zeppelin "L-59" Elevator Rudders Control Stand and Altitude
Navigation Instruments.]
When Count Zeppelin died in 1917 his assistants were placed under
obligations to carry on the work and administer the Zeppelin Endowment
according to the original terms which do not limit its activities to
national boundaries, but encourage the development of aerial navigation
throughout the world.
Early Development and Flights
Commencing in 1908 Zeppelin devoted his energies to perfecting aircraft.
There were many epoch making achievements, not only the record flights
and increasing efficiency and performance tests but continuous
discoveries and inventions no less important and significant because
they were for the time being accomplished within the walls of laboratory
and factory. They constitute one of the most remarkable chapters in this
age of mechanics and engineering, and are worthy of further explanation
later on.
[PLATE 12: Route of the Zeppelin L-59]
One of the first flights, under the new organization, was that of the
new Zeppelin Z-1, April 1st, 1909, from Lake Constance to Munich. Before
it could land at Munich a heavy southwest wind pushed it back from the
field over which it hovered. The Commander decided to "weather the
storm" in the air; and for the first time in the history of aerial
navigation the airship remained aloft, her nose against the wind, her
motors turning over just enough to keep her in the same spot. Eleven
hours later the Z-1 was still up but shortly afterward signalled that
she was being forced to land because her fuel supply was becoming
exhausted. Soldiers detailed for the purpose assisted in mooring her
fast in a field near Loiching, where guarded by hundreds she lay all
night in the storm, unharmed, though repeatedly assailed by squalls
which often swept against her with 40 miles per hour (18 meters per
second) velocity. The next day she went up and hopped over to Munich and
received a wildly enthusiastic greeting from the thousands who had
followed her adventure with personal pride and interest. The Z-1 spent
four hours flying over Munich and then turned on her heels and back to
her harbor at Friedrichshafen. If there was anything necessary to
silence the few critics who still entertained doubts as to the ultimate
practicability of rigid airships, that flight of the Z-1 accomplished
the purpose.
Count Zeppelin meanwhile was rebuilding his "Echterdingen" airship and
on May 29th, 1909, he took it out of Manzell toward the north of
Germany. He kept on until he reached Bitterfeld before turning back
toward Lake Constance. After 38 hours in the air during which he had
traversed 683.5 miles (1100 kilometers) he landed at Goeppingen for
gasoline. In landing the ship struck a tree but the damage was quickly
repaired and the rigid was able to return under its own power to the air
harbor on Lake Constance.
Hailed as National Hero
After a thorough overhauling Count Zeppelin flew the same airship to
Berlin, at the express invitation of the Kaiser, who gave a dinner in
his honor at the Royal Palace following an enthusiastic popular
reception from the entire populace in the capital. On his return to Lake
Constance he met severe storms and a broken propeller compelled a
landing. It was found that a piece of the blade had penetrated one of
the gas bags; and three days were required to repair the damage.
Finally, after 27 hours in the air, the ship once more rested in its
home shed. It is said that this flight forever established Zeppelin in
the confidence of the people and the Government. His ships acquired the
reputation of the builder in being able to surmount tremendous
difficulties. The Zeppelin headquarters at Friedrichshafen became the
German Mecca. But the Germans were not alone in their pilgrimage for
thousands of persons interested in aeronautics journeyed to Lake
Constance on the shores of which great plants had grown up on the land
which Zeppelin had purchased for his wonder city of the air.
[PLATE 13: Zeppelin "L-70" Naval Airship, 1918. The fastest of
the "big ones" with a speed of 82 miles per hour.
Zeppelin "L-71". The Last Naval Airship in Actual Service.
Leaving Friedrichshafen, 1918.]
In the fall of 1908 the members of the Reichstag and the Bundesrath came
to Friedrichshafen, a hundred or more trusting themselves to the
Zeppelin ship, the sole feature of the national celebration. Thousands
of watercraft dotted the clear waters of the lake as the Zeppelin went
up again and again filled to capacity with the leaders of German
political, financial, and industrial life (Plate 4). Zeppelin was hailed
as a national hero, and more, for it was generally recognized that his
great vehicles possessing such speed and durability were world travelers
and as such would do much toward bringing all parts of the world
together and thereby eliminating national borders--as far as trade,
travel, and commerce were concerned, at least.
The New Construction Plant
It was during the same year that Zeppelin abandoned the floating shed at
Manzell, where all his ships had been built. New work shops were located
on shore near Friedrichshafen (Plate 4). Half of the original
contribution went into the new construction plant which was incorporated
as Luftschiffbau-Zeppelin, G.M.B.H. (the Zeppelin Airship Building
Co., Ltd.). Here the construction of the new Zeppelins was begun with
augmented forces of engineers and workmen.
[PLATE 14: Zeppelin "L-70" Naval Airship Entering Largest Shed
at Friedrichshafen. Winter of 1918.]
Naturally the first airship was ordered by the Deutsche Luftschiffahrt
A. G. ("DELAG")--the German Airship Transportation Company--which had a
paid in capital of 3,000,000 marks ($714,000.00) subscribed by a number
of public spirited men solely to start a Zeppelin passenger and mail
service. It was planned to employ larger ships than those with which
Zeppelin had convinced the public, to secure greater lifting and
carrying capacity. These ships developed rapidly.
Military Value Proved by Commercial Operation
They attracted attention among the military authorities who had decided
that the Zeppelins offered advantages over the existing types of
observation aircraft, that they were in no way difficult to handle in
the air or on the ground and, in fact, were better adapted to military
purposes than others previously built. A deciding factor in favor of the
Zeppelins was the ease with which they could be put into their sheds
after each flight. The Government, accordingly, ordered three airships
built and equipped for military service. Their performance was kept
secret but they were accepted and obviously performed equally as well as
their contemporary commercial craft.
There was the Zeppelin "=Sachsen=" which flew to Vienna from Baden-Baden
in less than eight hours. This commercial flight led the German army to
buy three more military ships of the "=Sachsen=" type.
Activities Early in the War
The Navy followed suit and in October, 1912, bought the L-1 (Plate 6),
for experimental and training purposes in connection with the fleet. The
L-1 carried 706,200 cubic feet (20,000 cubic meters) of Hydrogen and
proved its worth on its trial flight from Friedrichshafen, thence
north over Germany to Helgoland in the North Sea, thence to the Baltic,
side trips here and there, and finally to the airship harbor at
Johannisthal where it was to be stationed. The flight lasted 34 hours.
[PLATE 15: Development of the Zeppelin from 1900 to 1919.]
This persuaded the Naval officials that Zeppelins were essential in
marine warfare both for offense and defense. Another order was placed,
this time for a Zeppelin of much larger dimensions. It was christened
the L-2 and delivered in September, 1913 (Plate 6). This ship
represented an utterly new departure in design, later universally
adopted. A corridor was built forming a keel on the inside and bottom of
the ship (Plate 7). It had a gas capacity of 953,370 cubic feet (27,000
cubic meters) and was equipped with four motors of 180 horsepower each.
Being the first of the kind it was inevitable that the corridor
arrangement should develop a flaw. It lacked proper ventilation.
Hydrogen leaked out from the ship and was drawn into the motor gondolas.
On one of its first flights this caused an explosion on the L-2 which
sent it to the ground a wreck.
Operations with the Fleet
Early in the spring of 1914 another Zeppelin, the L-3 (Plate 8) was
delivered. It held 787,400 cubic feet (22,300 cubic meters) of hydrogen
and carried besides its own weight approximately 19,840 pounds (9,000
kilograms). The average speed was 43.5 miles (70 kilometers) per hour
with motors aggregating 630 horsepower. It carried at least 6,614 pounds
(3,000 kilograms) to a height of 9,186 feet (2,800 meters). The L-3 was
the only naval airship Germany possessed at the beginning of the war.
[PLATE 16: Zeppelin Airship Bldg. Co.'s Plant, Friedrichshafen,
1910.
Showing First Double Shed (now used for Hull Frame Work only)
Machine Shops, Foundries and Office Buildings.
Zeppelin Airship Bldg. Co.'s Plant, Friedrichshafen, 1919.
Note the two large single sheds. The largest shed is 115 feet
high, 151 feet wide and 787 feet long.]
Following the ideas of the inventor both the German army and navy used
the Zeppelins for strategical reconnoissance in the early days of the
conflict. The Zeppelins flew the western and eastern boundaries of the
empire seeking information concerning the movements of the Allied
armies. This proved dangerous, however, for the airships then could not
rise to high altitudes; and consequently were exposed to enemy fire from
the batteries below and airplanes above.
The L-3 operated with the fleet in the North Sea and her activities
served to show the value of supplying as quickly as possible Zeppelins
able to fly high and with greater speed than ever. It was also found
advisable to cease flying over land by day. The Zeppelins became the
night cruisers of the air, and were assigned the task of destroying
railway junctions, bridges and ammunition dumps along the enemy line of
advance.
The Navy soon acquired the Zeppelins L-4, L-5, L-6 and L-7, which joined
the L-3 in the North Sea operations where they became indispensable as
the eyes of the fleet and a continual menace to the enemy attempting to
establish himself on the German Coast. All these airships were
duplicates of the L-3 except in minor details. Their hulls long and
cylindrical, of uniform cross sections, that is excepting the ends each
part was the same size as the others. This was the first attempt at
standard construction and it permitted quantity production more
economical and quicker for they were not compelled to design and
fabricate each section as it was needed. The plant at Friedrichshafen
had been expanded and was working to capacity. Every effort was made to
save time. The result was remarkable for they were able to produce one
Zeppelin every six weeks. Late in 1914 the Zeppelin Z-11 was delivered
to the army and the L-8 to the navy.
The Growth of the Zeppelins
Larger sheds (Plates 8 and 9) were completed at Friedrichshafen enabling
Zeppelin to build bigger ships which could give the performances he felt
was essential.
[PLATE 17: Zeppelin Airship Bldg. Co.'s Colossal Plant at
Staaken (1919). Near Berlin.
Consisting of two large sheds (at the left) between which is
located the Traverse Ring Fabrication Shed. The Administration
Bldg. is shown in the right foreground.
Zeppelin Airship Bldg. Co.'s Staaken Plant. (View taken from a
Zeppelin).
By far the largest and most complete airship building plant in
the world.]
The first of these, the LZ-38, left the shed in April, 1915, and joined
the army. It had 1,130,000 cubic feet (32,000 cubic meters) of hydrogen
capacity and was fuller, that is, its ratio of length to diameter was 9
to 1 where in the former ships it was 11 to 1. The wider girth afforded
more freedom in design and the stern was drawn out much finer, resulting
in more speed; on later ships reaching 58.1 miles per hour (26 meters
per second). The LZ-38 could carry a useful load of 30,865 pounds
(14,000 kilograms) besides her own weight, more than 37% of her total
lift. The Zeppelins of this type (Plate 10--LZ-77) proved from the day
they were first flown equal to all the demands made upon them.
North Sea Patrol Flights
They cruised over the North Sea scouting and guarding the coastline,
remaining in the air for thirty hours at a time. They flew out from the
western outlet of the Kiel Canal, northward along the shores of Denmark
to the Norwegian coast and thus were able virtually to command the sea
hundreds of miles around with powerful glasses.
One day when the true details of the Skagerrak Naval Battle are given to
the world, it will realize the vital part which the Zeppelins played.
They consistently hampered the enemy's mine laying operations and
rendered timely and valuable support to the counteractions of the fleet.
In discovering mines they were particularly effective; and this work
alone, about which the world was uninformed, justified fully the time
and labor put into their construction.
[PLATE 18: The Maybach Motor Works, 1916.
Practically all of the Airship motors were made in this plant.
Zahnradfabrik Friedrichshafen, G.M.B.H., 1915. (The Cog-wheel
and Gear Works).
Part of Friedrichshafen and Lake Constance in the background.]
Ten Zeppelins of the L-38 type were delivered to the navy in 1915,
numbered from L-10 to L-19 inclusively. Approximately as many were
turned over to the army during the year, each one being slightly
improved. Zeppelin and his staff of experts were always able to profit
by the practical experience which the ships were undergoing almost
daily.
Zeppelins Become Lighter and Stronger
The hulls were strengthened and made more rigid, yet lighter, machine
guns were mounted at proper points of vantage and bomb dropping
apparatus so perfected that heavy loads of explosives could be carried
in absolute safety, yet instantly released and with remarkable accuracy.
An observation car was added to each new ship.
The Zeppelin Observation Car
This car was one of the most unique inventions developed during the war.
It could be lowered with an observer aboard, fully one kilometer (3,280
feet) below the Zeppelin. Here the observer could get his bearings while
his ship lay far above hidden in the clouds. The ship could fly or drift
above the clouds to a point directly over the spot to be bombed, then by
lowering the car with the observer through and just below the clouds, he
was able to direct both the operations of the ship and the bombing. A
telephone connection ran up through the supporting cable. He was able to
signal for bomb releases and navigate so efficiently that any objective
could be attacked without danger of the enemy seeing the Zeppelin
lurking behind the clouds.
Another Zeppelin, the L-20 was delivered to the navy early in 1916. It
had hydrogen capacity of 1,271,160 cubic feet (36,000 cubic meters)
though the diameter was the same as the others. The L-20 carried a
useful load of 37,478 pounds (17,000 kilograms), and an increase of
1,312 feet (400 meters) over their ceiling and made the same speed with
the same horsepower.
During the year Zeppelin delivered seven more ships of this type, but
possessing greater efficiency. The navy received five of them and the
army two.
[PLATE 19: Maybach Airship Motor of 145 Horsepower, 1911.
Maybach Airship Motor of 180 Horsepower, 1913.]
Anti-Aircraft Defenses Compel Zeppelins to Fly Higher
The Allies meanwhile had developed anti-aircraft defenses and their
airplanes possessed greater climbing ability. To meet these new
conditions the airships were continuously compelled to fly higher. They
also required speed greater than the average of 54 miles per hour (25
meters per second) because while navigating over the North Sea they
frequently encountered winds of from 33.5 to 40 miles per hour (15 to 18
meters per second).
To meet these conditions the L-30 was built (Plate 9). It had a gas
capacity of 1,942,000 cubic feet (55,000 cubic meters) and was nearly
twice as large as the original 1,129,920 cubic feet (32,000 cubic
meters) four motored ships. The L-30 was ready in May, 1916. It was
almost perfectly streamlined. The long cylindrical hull, so convenient
from a production standpoint, had been abandoned. The L-30's stern
tapered gracefully to a fine point. It was driven by six 240 horsepower
Maybach motors, arranged practically as before. One was located in the
forward gondola with a direct drive propeller, another three motors in
the rear gondola, one with a direct drive and two others each in a
separate gondola located opposite each other on the sides of the hull
amidships, so as not to interfere with the efficiency of the propeller
in the rear gondola. The L-30 carried 63,933 pounds (29,000 kilograms),
about 45% of its total lift. Other Zeppelins of her class had a useful
lift of 50% due to better design and superior materials. This
represented a marked advance, as the preceding types lifted only 37% of
their weight. The ceiling had been increased, too, by more than 3,280
feet (1,000 meters). They could now ascend from 11,800 to 14,750 feet
(3,600 to 4,500 meters), depending on the load and weather conditions.
They made a speed of 63 miles per hour (28 meters per second).
[PLATE 20: Maybach Airship Motor Type HSLu of 240 Horsepower,
1915.
Maybach Airship and Aeroplane Motor Type Mb4a of 260 Horsepower
at an Altitude of 10,000 Feet, 1918.]
Faster Zeppelins for Scouting
These Zeppelins proved exceedingly valuable for scouting. They were
flown in all kinds of wind and weather. So great was their capacity for
fuel that there was no task too great for them to undertake. But then,
airplanes were constantly being improved, and they could rise quickly to
high altitudes. The planes carried machine guns firing phosphorous
incendiary bullets fatal to the hydrogen filled hull of the Zeppelins if
overtaken. Airplanes, naturally, could out-distance airships, and there
was no escaping them. The Zeppelins were compelled to fly still higher
than the L-30 type. There shortly appeared other Zeppelins carrying
loads of more than 39 tons or 60% of the total lift of the ship; and
they could fly at an altitude of 19,684 feet (6,000 meters) with 13,228
or 15,432 pounds (6,000 or 7,000 kilograms), without depending on the
thrust from the motors.
In the fall of 1917 "altitude" motors were developed, larger and having
supercompression. They did not develop full power at sea level but
instead functioned normally at 10,000 feet altitude above sea level.
They, moreover, gave ample power higher than that. They speeded up the
Zeppelins to 70.5 miles per hour (31.5 meters per second).
The Zeppelin company built thirty-six ships of this type (Plate 10-L43),
from 1916 to 1918; and they were used by the army and navy. The British
R-34, which crossed the Atlantic in 1919, was an exact duplicate of the
Zeppelin L-30 type.
Zeppelin Vision of World Transport
Count Zeppelin was working on his post-war plans for commercial aerial
transport when he died in March, 1917. His latest ships had demonstrated
their worth as cargo carriers, not only in war but in peace. Before
hostilities commenced he had seen thousands of passengers carried in his
Zeppelins. An account of these operations will be found in Chapter
III.
[PLATE 21: Zeppelin Giant Seaplane Built at Potsdam Plant,
1917.
Zeppelin-Dornier Twin (Tandem) Motored All Metal Commercial
Flying Boat, 1919.]
His Will Carried Out After His Death
They had justified the inventor's faith and inspiration. He had never
abandoned his ideas of world transportation and was completing a survey
of requirements and conditions to be met when, during a flight, he
contracted inflammation of the lungs. Though mortally ill and old in
years--he was seventy-eight--Count Zeppelin held conferences in his sick
chamber, passing on to his assistants the big idea of airship
transportation. They have since continued the work where Count Zeppelin
left it. Following the funeral at Stuttgart airships dropped garlands
and wreaths of flowers on his grave, in honor of the man who had done so
much and had perfected an organization capable of performing the tasks
remaining.
The Record Flight of L-59
There is ample proof of what a modern Zeppelin can accomplish when
commercially operated and not forced to operate at the highest possible
altitude and maintain maximum speed. In November, 1917, the Zeppelin
L-59 (Plate 11) was sent to German East Africa with medicines and
ammunition for the beleaguered colonial troops. The Zeppelin was
especially prepared for the flight, all superfluous equipment, such as
bomb dropping apparatus and armament being removed, all available space
reserved for the cargo. The L-59 was longer by 98.5 feet (30 meters)
than the others. This made room for two additional gas bags. Inside her
744-1/2 foot hull (227 meters) were 2,381,000 cubic feet (68,000 cubic
meters) of hydrogen. She could carry 50 tons easily. With only five
motors she averaged 62.6 miles per hour (28 meters per second).
Flown from Germany to Jambol in Southern Bulgaria, the L-59 was there
loaded with 9 tons of machine gun ammunition and 4 tons of medical
supplies and with 21 tons of gasoline for the motors.
[PLATE 22: Zeppelin-Dornier All Metal Flying Boat Type DoRs
III, 1918.
Zeppelin-Dornier All Metal Flying Boat Type DoRs IV. 1918.]
4225 Miles in Less than Four Days
The great Zeppelin sailed out of Jambol (Plate 12) at 9 o'clock in the
morning, crossing northwestern Asia Minor, then the Aegian Sea, south of
Smyrna and on between the Islands of Crete and Rhodes and across the
Mediterranean, reaching the African Coast by daybreak the next day.
The great Sahara Desert was then crossed, the L-59 passing over the
oasis of Farafrah and then Dakhla. Military headquarters at Berlin,
meanwhile, were trying to reach the Zeppelin by wireless. The German
Intelligence Office had intercepted a British wireless message to the
effect that the Colonial troops had surrendered to the British. The L-59
had passed through a severe storm the night before and had taken in her
radio antenna; and it was not until she was over Djebel Ain, west of
Khartum that she listened in and picked up the message. In a day and a
half the L-59 had traversed 1865 miles (3,000 kilometers). Without
stopping the Zeppelin was turned about; and after retracing its path
across the Sahara, thence over the Mediterranean to Adalia on the coast
of Asia Minor, and flying high over Asia Minor and the Black Sea,
arrived back in Jambol in less than four days from the time it set out
from that port. There remained sufficient fuel aboard for two or three
days additional flying. The ship, under the same conditions, could have
flown from Hamburg to Khartum and return. As it was she traveled 4,225
miles (6,800 kilometers) on a non-stop flight which, though it occurred
in 1917, today remains the world's record for all kinds of aircraft,
airship or airplane.
Larger Zeppelins More Powerful
[PLATE 23: Zeppelin-Werke Staaken Giant Biplane in Comparison
With Pursuit Plane, 1916.
The Giant Biplane had a wing spread of 137.76 feet and carried
a useful load of 41/2 tons. Its power plant totaled 1250
horsepower and made a speed of 90 miles per hour.
Zeppelin-Dornier All Metal Pursuit Plane Type DO D1, 1918.
Note the absence of all struts and wire bracing.]
During the summer of 1918 the Zeppelins were again given higher climbing
ability to meet the ever-increasing efficiency of planes and
anti-aircraft guns. Another gas bag was added to the new ships (Plates
13 and 14), which brought them up to 2,189,220 cubic feet (62,000 cubic
meters) capacity. In order not to diminish the speed two motors were
added in respective gondolas, making seven engines in all, aggregating
1820 horsepower. They could carry 94,798 pounds (43,000 kilograms) or
about 60% of their total lift. It was planned to add improvements
enabling them to reach an altitude of 26,240 feet (8,000 meters) but the
armistice halted all military activities and there was no occasion at
that time for commercial craft to fly so high.
The Most Remarkable Scientific Development in the History of Aeronautics
Looking back over the development of the Zeppelins (Plate 15), one fails
to find such remarkable and quick advance in any other medium of
transportation. The history of engineering does not record in any other
science progress comparable to that of the relatively new science of
lighter-than-air as represented by the Zeppelins during the four years
of war.
Seventy Percent Speed Increase
Their speed had increased from 46.6 to 87.5 miles per hour (75 to 130
kilometers per hour) approximately 70%. Their horsepower averaged 2,000.
To carry useful loads of 44 tons their hydrogen capacity had been raised
from 706,200 to 2,189,220 cubic feet (20,000 to 62,000 cubic meters).
Other commercial ships were built embodying the improvements developed
during the war. A description of them will be found in Chapter
III.
Refinement in Design
This progress was made possible only by continuous experiments. Ideas
and suggestions were adopted regardless of expense or chance of failure.
In this way the Zeppelins had the advantage of every conceivable
refinement in design. Their hulls, motor gondolas, in fact, all braces
and wires were streamlined so as to offer the least air resistance.
[PLATE 24: Zeppelin-Werke Staaken "Giant" All Metal Monoplane.
Which carried eighteen passengers in a luxurious cabin at a
speed of 145 miles per hour. Power plant consists of 4-260
horsepower Maybach Motors totaling more than 1000 H. P.
Zeppelin-Dornier "Dragon Fly" All Metal Flying Boat, 1921.
Carries pilot and two passengers with 60 horsepower motor at a
speed of 80 miles per hour and a gasoline consumption of only
four gallons per hour.]
The rubberized cloth gas cells, or bags, used in 1914 had been discarded
for others of light yet strong cotton cloth (and often silk), lined with
goldbeater's skin to make them hydrogen proof.
Many of the experiments were as costly as they were painstaking but the
Zeppelin engineers had learned early in their work that airships can not
be built satisfactorily without long and arduous experiments to support
each innovation. By continually striving to increase efficiency they
secured simplified control systems and ships that handled more easily,
hulls that were far more rigid yet lighter than their predecessors. Even
the framework was lightened as by degrees it was made stronger. Many
structural parts were standardized, facilitating production and repairs.
One has an idea of the innumerable parts necessary in the skeleton of a
Zeppelin when he learns that more than 250,000 small crossties are
required in making the triangular shaped girders in the frame work of a
1,977,300 cubic foot (56,000 cubic meters) ship which crosstie is a
masterpiece of construction, because of its ingenious shape and finish.
Eighty-Eight Zeppelins During the War
Few persons know that during the war alone Luftschiffbau-Zeppelin
designed and built 88 airships at their four great construction plants,
as follows:
1914 1915 1916 1917 1918 Total
At Friedrichshafen 6 19 14 14 8 59
At Potsdam 1 7 8 -- -- 16
At Staaken -- -- 2 9 1 12
At Frankfort on Main 1 .. .. .. .. 1
__ __ __ __ __ __
Total 8 26 24 23 9 88
[PLATE 25: Zeppelin-Dornier "Dragon Fly" All Metal Flying Boat,
1921.
Wing span, 28 feet, weight empty 858 pounds. Water tight
bulkheads are provided in-side fins and wings.
Zeppelin-Dornier "Dragon Fly" All Metal Flying Boat, 1921.
With wings folded greatest width is only 10-1/2 feet.]
That in itself was a remarkable achievement which could have been
accomplished only by possessing the scientific knowledge borne of
experience. But it is not all.
One Hundred and Fifteen Zeppelins Built and Operated
From the day Count Zeppelin built his first ship until the last in 1919,
a total of 115 Zeppelins were built and operated. The first three were
experimental. Nine Zeppelins were successfully operated commercially in
the transportation of passengers. Forty were delivered to the German
army and 63 to the navy.
Scientific Comparison
There exists in the field of engineering an impartial, positive and
unswerving means of determining the relative merits of things; and that
is by a technical analysis of their success. By it one may recognize the
values of the principles and construction methods involved. It is
commonly said that nothing succeeds like success; and this is virtually
true of the Zeppelins. Their record for efficiency remains unsurpassed,
as a matter of fact, unequalled. It has never been denied that they were
superior to contemporary craft or that they failed to maintain an
increasing advantage over them.
This comparison is justified by the following figures which we will
first attempt to explain.
It will be noted that there are three kinds of efficiency, (1) Speed
(the aerodynamical figure), (2) Lift (the constructional figure) and (3)
All-around efficiency (the combined quality figure).
The first relates to the efficiency of airship propulsion as effected by
degrees of refinement in form, lessening of resistance, conservation of
power, etc. It is simply the relation between the speed and engine
power. Inasmuch as higher speed with the same power or the same speed
with less power means economy of operation; therefore, the higher figure
indicates superior quality.
[PLATE 26: Zeppelin-Dornier "Dolphin" Monoplane All Metal
Flying Boat Type DoCsII, 1920 Model.
Zeppelin-Dornier "Dolphin" Monoplane All Metal Flying Boat Type
DoCsII, 1921 Model.
Carries six passengers besides pilot and mechanician. Speed 93
miles per hour, 185 horsepower motor. Gasoline consumption 11.9
gallons per hour. Weight empty 3200 pounds.]
Secondly, referring to the lift, this constructional figure indicates
the relative useful or pay loads carried with the smallest amount of
material used in the ship itself, because the ship, which must also be
carried is "dead weight." As we must consider all ships equal as far as
structural safety is concerned, the technical performance is determined
by judging the relative performance in carrying useful loads (for ships
of similar size), or equal loads with smaller ships, which means economy
of operation. The higher figure indicates superior quality. It should be
noted that this constructional figure is applicable only to comparison
of airships of similar size, speed and service requirements. For general
comparison, however, ships of approximately the same size may be
considered.
Thirdly, all-around efficiency (the combined quality figure) is somewhat
arbitrarily chosen by considering both the speed and carrying qualities
together. It is not based on scientific deduction, but rather is a
practical means of estimating general worth, as speed and carrying
capacity are the main requirements of an airship.
[PLATE 27: Zeppelin-Dornier "Komet" All Metal Monoplane, Type
DoCIII, 1920 Model.
Zeppelin-Dornier "Komet" All Metal Monoplane.
Carries six passengers besides pilot and mechanician. One motor
of 185 horsepower.]
Efficiency Characteristics of Some of the Latest and Best Airships of
All Nations
===========+=======================+========+========+======+======+=====
| | | | Efficiency
| |Capacity|Maximum +------+------+-----
Nationality| Type and Name | Cubic | Speed, | | |
| | Meters | Miles |Speed | Lift |All-
| | | per | | |round
| | | Hour | (1) | (2) |(3)
-----------+-----------------------+--------+--------+------+------+-----
Non-Rigid Airships
-----------+-----------------------+--------+--------+------+------+-----
American | Goodyear Pony Blimp | 990 | 40 | 24.2 | 0.60 | 15
French | Caussin T 2 | 9120 | 57.5 | 28.0 | 0.85 | 24
British | NS | 10200 | 57.2 | 25.6 | 0.65 | 17
German | PL27 | 31300 | 55.7 | 27.0 | 0.98 | 26
Italian | T 34 (Roma) | 34000 | 74.2 | 21.5 | 0.68 | 15
-----------+-----------------------+--------+--------+------+------+-----
Rigid Airships
-----------+-----------------------+--------+--------+------+------+-----
British | R 80 | 34000 | 59.7 | 36.6 | 0.80 | 29
British | R 33--R 34 | 55500 | 59.7 | 37.3 | 0.75 | 28
British | R 36--R 37 | 59500 | 65.0 | 40.0 | 0.80 | 32
German | Schuette-Lanz SL22 | 56000 | 62.5 | 45.2 | 1.36 | 61
-----------+-----------------------+--------+--------+------+------+-----
German | Zeppelin LZ 120 | | | | |
| (Bodensee) | 20000 | 82 | 63.7 | 0.76 | 48
German | Zeppelin LZ 121 | | | | |
| (Nordstern) | 22500 | 78.8 | 61.4 | 0.78 | 48
German | Zeppelin LZ 100 | 56000 | 67.2 | 56.0 | 1.59 | 89
German | Zeppelin LZ 113 | 62200 | 81 | 62.2 | 1.60 | 100
German | Zeppelin LZ 102 | 68500 | 63.7 | 54.4 | 1.90 | 103
-----------+-----------------------+--------+--------+------+------+------
Scientific deductions and formulae to be found in "Zeitschrift fuer
Flugtechnik und Motorluftschiffahrt," June 15th and June 30th, 1920,
issues. Article by P. Jaray.
[PLATE 28: Dr. Max Freiherr von Gemmingen.
Dr. Hugo Eckener
Kommerzienrat Alfred Colsman
Dr. Ing. Ludwig Duerr
Carl Maybach]