The first trial of the Zeppelin air ship was arranged to take place on
June 30th, 1900, a day which, from absence of wind, was eminently well
suited for the purpose; but the inflation proved too slow a process,
and operations were postponed to the morrow. The morrow, however, was
somewhat windy, causing delay, and by the time all was in readiness
darkness had set in and the start was once more postponed. On
the evening of the third day the monster craft was skilfully and
successfully manoeuvred, and, rising with a very light wind, got fairly
away, carrying Count Zeppelin and four other persons in the two cars.
Drifting with the wind, it attained a height of some 800 or 900 feet,
at which point the steering apparatus being brought into play it circled
round and faced the wind, when it remained stationary. But not for long.
Shortly it began to descend and, sinking gradually, gracefully, and
in perfect safety, in about nine minutes it reached and rested on the
water, when it was towed home.
A little later in the month, July, another trial was made, when a wind
was blowing estimated at sixteen miles an hour. As on the previous
occasion, the direct influence of the sun was avoided by waiting till
evening hours. It ascended at 8 p.m., and the engines getting to work
it made a slow progress of about two miles an hour against the wind for
about 3 1/2 miles, when one of the rudders gave way, and the machine was
obliged to descend.
On the evening of October 24th of the same year, in very calm weather
and with better hope, another ascent was made. On this occasion,
however, success was frustrated by one of the rear rudders getting foul
of the gear, followed by the escape of gas from one of the balloons.
Another and more successful trial took place in the same month, again in
calm atmosphere. Inferior gas was employed, and it would appear that the
vessel had not sufficient buoyancy. It remained aloft for a period of
twenty minutes, during which it proved perfectly manageable, making
a graceful journey out and home, and returning close to its point of
departure. This magnificent air ship, the result of twenty years of
experiment, has since been abandoned and broken up; yet the sacrifice
has not been without result. Over and above the stimulus which Count
Zeppelin's great endeavour has given to the aeronautical world, two
special triumphs are his. He has shown balloonists how to make a
perfectly gas-tight material, and has raised powerful petroleum motors
in a balloon with safety.
In the early part of 1900 it was announced that a member of the Paris
Aero Club, who at the time withheld his name (M. Deutsch) offered a
prize of 100,000 francs to the aeronaut who, either in a balloon
or flying machine, starting from the grounds of the Aero Club at
Longchamps, would make a journey round the Eiffel Tower, returning to
the starting place within half an hour. The donor would withdraw his
prize if not won within five years, and in the meanwhile would pay 4,000
francs annually towards the encouragement of worthy experimenters.
It was from this time that flying machines in great variety and goodly
number began to be heard of, if not actually seen. One of the earliest
to be announced in the Press was a machine invented by the Russian,
Feedoroff, and the Frenchman, Dupont. Dr. Danilewsky came forward with
a flying machine combining balloon and aeroplane, the steering of which
would be worked like a velocipede by the feet of the aeronaut.
Mr. P. Y. Alexander, of Bath, who had long been an enthusiastic
balloonist, and who had devoted a vast amount of pains, originality, and
engineering skill to the pursuit of aeronautics, was at this time
giving much attention to the flying machine, and was, indeed, one of the
assistants in the first successful launching of the Zeppelin airship.
In concert with Mr. W. G. Walker, A.M.I.C.E., Mr. Alexander carried out
some valuable and exhaustive experiments on the lifting power of air
propellers, 30 feet in diameter, driven by a portable engine. The
results, which were of a purely technical nature, have been embodied in
a carefully compiled memoir.
An air ship now appeared, invented by M. Rose, consisting of two
elongated vessels filled with gas, and carrying the working gear and car
between them. The machine was intentionally made heavier than air, and
was operated by a petrol motor of 12-horse power.
It was now that announcements began to be made to the effect that,
next to the Zeppelin air ship, M. Santos Dumont's balloon was probably
attracting most of the attention of experts. The account given of this
air vessel by the Daily Express was somewhat startling. The balloon
proper was compared to a large torpedo. Three feet beneath this hangs
the gasoline motor which is to supply the power. The propeller is 12
feet in diameter, and is revolved so rapidly by the motor that the
engine frequently gets red hot. The only accommodation for the traveller
is a little bicycle seat, from which the aeronaut will direct his
motor and steering gear by means of treadles. Then the inclination or
declination of his machine must be noted on the spirit level at his
side, and the 200 odd pounds of ballast must be regulated as the course
requires.
A more detailed account of this navigable balloon was furnished by a
member of the Paris Aero Club. From this authority we learn that the
capacity of the balloon was 10,700 cubic feet. It contained an inner
balloon and an air fan, the function of which was to maintain the shape
of the balloon when meeting the wind, and the whole was operated by a
10-horse power motor capable of working the screw at 100 revolutions per
minute.
But before the aerial exploits of Santos Dumont had become famous,
balloons had again claimed public attention. On August 1st Captain
Spelterini, with two companions, taking a balloon and 180 cylinders
of hydrogen to the top of the Rigi and ascending thence, pursued a
north-east course, across extensive and beautiful tracts of icefield and
mountain fastnesses unvisited by men. The descent, which was difficult
and critical, was happily manoeuvred. This took place on the Gnuetseven,
a peak over 5,000 feet high, the plateau on which the voyagers landed
being described as only 50 yards square, surrounded by precipices.
On the 10th of September following the writer was fortunate in carrying
out some wireless telegraphy experiments in a balloon, the success of
which is entirely due to the unrivalled skill of Mr. Nevil Maskelyne,
F.R.A.S., and to his clever adaptation of the special apparatus of his
own invention to the exigencies of a free balloon. The occasion was the
garden party at the Bradford meeting of the British Association, Admiral
Sir Edmund Fremantle taking part in the voyage, with Mr. Percival
Spencer in charge. The experiment was to include the firing of a mine
in the grounds two minutes after the balloon had left, and this item
was entirely successful. The main idea was to attempt to establish
communication between a base and a free balloon retreating through space
at a height beyond practicable gun shot. The wind was fast and squally,
and the unavoidable rough jolting which the car received at the start
put the transmitting instrument out of action. The messages, however,
which were sent from the grounds at Lister Park were received and
watched by the occupants of the car up to a distance of twenty miles, at
which point the voyage terminated.
On September 30th, and also on October 9th, of this year, took place
two principal balloon races from Vincennes in connection with the Paris
Exposition. In the first race, among those who competed were M. Jacques
Faure, the Count de la Vaulx, and M. Jacques Balsan. The Count was the
winner, reaching Wocawek, in Russian Poland, a travel of 706 miles, in
21 hours 34 minutes. M. Balsan was second, descending near Dantzig in
East Prussia, 757 miles, in 22 hours. M. Jacques Faure reached Mamlitz,
in East Prussia, a distance of 753 miles.
In the final race the Count de la Vaulx made a record voyage of 1,193
miles, reaching Korosticheff, in Russia, in 35 hours 45 minutes,
attaining a maximum altitude of 18,810 feet. M. J. Balsan reached a
greater height, namely, 21,582 feet, travelling to Rodom, in Russia, a
distance of 843 miles, in 27 hours 25 minutes.
Some phenomenal altitudes were attained at this time. In September,
1898, Dr. Berson, of Berlin, ascended from the Crystal Palace in a
balloon inflated with hydrogen, under the management of Mr. Stanley
Spencer, oxygen being an essential part of the equipment. The start was
made at 5 p.m., and the balloon at first drifted south-east, out over
the mouth of the Thames, until at an altitude of 10,000 feet an upper
current changed the course to southwest, the balloon mounting rapidly
till 23,000 feet was reached, at which height the coast of France was
plainly seen. At 25,000 feet both voyagers were gasping, and compelled
to inhale oxygen. At 27,500 feet, only four bags of ballast being left,
the descent was commenced, and a safe landing was effected at Romford.
Subsequently Dr. Berson, in company with Dr. Suring, ascending from
Berlin, attained an altitude of 34,000 feet. At 30,000 feet the
aeronauts were inhaling oxygen, and before reaching their highest point
both had for a considerable time remained unconscious.
In 1901 a new aeroplane flying machine began to attract attention, the
invention of Herr Kress. A novel feature of the machine was a device to
render it of avail for Arctic travel. In shape it might be compared to
an iceboat with two keels and a long stem, the keels being adapted to
run on ice or snow, while the boat would float on water. Power was to be
derived from a petrol motor.
At the same period M. Henry Sutor was busy on Lake Constance with an air
ship designed also to float on water. Then Mr. Buchanan followed with
a fish-shaped vessel, one of the most important specialities of which
consisted in side propellers, the surfaces of which were roughened with
minute diagonal grooves to effect a greater grip on the air.
No less original was the air ship, 100 feet long, and carrying 18,000
cubic feet of gas, which Mr. W. Beedle was engaged upon. In this
machine, besides the propellers for controlling the horizontal motion,
there was one to regulate vertical motion, with a view of obviating
expenditure of gas or ballast.
But by this time M. Santos Dumont, pursuing his hobby with unparalleled
perseverance, had built in succession no less than six air ships,
meeting with no mean success, profiting by every lesson taught by
failures, and making light of all accidents, great or small. On July
15th, 1901, he made a famous try for the Deutsch prize in a cigar-shaped
balloon, 110 feet long, 19,000 cubic feet capacity, carrying a Daimler
oil motor of 15-horse power. The day was not favourable, but, starting
from the Parc d'Aerostation, he was abreast of the Eiffel Tower in
thirteen minutes, circling round which, and battling against a head
wind, he reached the grounds of the Aero Club in 41 minutes from the
start, or 11 minutes late by the conditions of the prize. A cylinder had
broken down, and the balance of the vessel had become upset.
Within a fortnight--July 29th--in favourable weather, he made another
flight, lasting fifteen minutes, at the end of which he had returned to
his starting ground. Then on August 8th a more momentous attempt came
off. Sailing up with a rapid ascent, and flying with the wind, Santos
Dumont covered the distance to the Tower in five minutes only, and
gracefully swung round; but, immediately after, the wind played havoc,
slowing down the motor, at the same time damaging the balloon, and
causing an escape of gas. On this Santos Dumont, ascending higher into
the sky, quitted the car, and climbed along the keel to inspect, and,
if possible, rectify the motor, but with little success. The balloon was
emptying, and the machine pitched badly, till a further rent occurred,
when it commenced falling hopelessly and with a speed momentarily
increasing.
Slanting over a roof, the balloon caught a chimney and tore asunder; but
the wreck, also catching, held fast, while the car hung helplessly down
a blank wall. In this perilous predicament great coolness and agility
alone averted disaster, till firemen were able to come to the rescue.
The air ship was damaged beyond repair, but by September 6th another was
completed, and on trial appeared to work well until, while travelling at
speed, it was brought up and badly strained by the trail rope catching
in trees.
Early in the next month the young Brazilian was aloft again, with
weather conditions entirely in his favour; but again certain minor
mishaps prevented his next struggle for the prize, which did not take
place till the 19th. On this day a light cross wind was blowing, not
sufficient, however, seriously to influence the first stage of the time
race, and the outward journey was accomplished with a direct flight in
nine minutes. On rounding the tower, however, the wind began to tell
prejudicially, and the propeller became deranged. On this, letting his
vessel fall off from the wind, Santos Dumont crawled along the framework
till he reached the motor, which he succeeded in again setting in
working order, though not without a delay of several minutes and some
loss of ground. From that point the return journey was accomplished
in eight minutes, and the race was, at the time, declared lost by 40
seconds only.
The most important and novel feature in the air ships constructed by
Santos Dumont was the internal ballonet, inflated automatically by a
ventilator, the expedient being designed to preserve the shape of the
main balloon itself while meeting the wind. On the whole, it answered
well, and took the place of the heavy wire cage used by Zeppelin.
M. de Fonvielle, commenting on the achievements of Santos Dumont,
wrote:--"It does not appear that he has navigated his balloon against
more than very light winds, but in his machinery he has shown such
attention to detail that it may reasonably be expected that if he
continues to increase his motive power he will, ere long, exceed past
performances."
Mr. Chanute has a further word to say about the possibility of making
balloons navigable. He considers that their size will have to be great
to the verge of impracticability and the power of the motor enormous in
proportion to its weight. As to flying machines, properly so called, he
calculates the best that has been done to be the sustaining of from 27
lbs. to 55 lbs. per horse power by impact upon the air. But Mr. Chanute
also argues that the equilibrium is of prime importance, and on this
point there could scarcely be a greater authority. No one of living men
has given more attention to the problem of "soaring," and it is stated
that he has had about a thousand "slides" made by assistants, with
different types of machine, and all without the slightest accident.
Many other aerial vessels might be mentioned. Mr. T. H. Bastin, of
Clapham, has been engaged for many years on a machine which should
imitate bird flight as nearly as this may be practicable.
Baron Bradsky aims at a navigable balloon on an ambitious scale. M.
Tatin is another candidate for the Deutsch prize. Of Dr. Barton's air
ship more is looked for, as being designed for the War Office. It is
understood that the official requirements demand a machine which, while
capable of transporting a man through the air at a speed of 13 miles an
hour, can remain fully inflated for 48 hours. One of the most sanguine,
as well as enterprising, imitators of Santos Dumont was a fellow
countryman, Auguste Severo. Of his machine during construction little
could be gathered, and still less seen, from the fact that the various
parts were being manufactured at different workshops, but it was known
to be of large size and to be fitted with powerful motors. This was an
ill-fated vessel. At an early hour on May 12th of this year, 1902, all
Paris was startled by a report that M. Severo and his assistant, M.
Sachet had been killed while making a trial excursion. It appears that
at daybreak it had been decided that the favourable moment for trial
had arrived. The machinery was got ready, and with little delay the air
vessel was dismissed and rose quietly and steadily into the calm sky.
The Daily Mail gives the following account of what ensued:--
"For the first few minutes all went well, and the motor seemed to be
working satisfactorily. The air ship answered the helm readily, and
admiring exclamations rose from the crowd.... But as the vessel rose
higher she was seen to fall off from the wind, while the aeronauts
could be seen vainly endeavouring to keep her head on. Then M. Severo
commenced throwing out ballast.... All this time the ship was gradually
soaring higher and higher until, just as it was over the Montparnasse
Cemetery, at the height of 2,000 feet, a sheet of flame was seen to
shoot up from one of the motors, and instantly the immense silk envelope
containing 9,000 cubic feet of hydrogen was enveloped in leaping tongues
of fire.... As soon as the flames came in contact with the gas a
tremendous explosion followed, and in an instant all that was left of
the air ship fell to the earth." Both aeronauts were dashed to pieces.
It was thought that the fatality was caused through faulty construction,
the escape valve for the gas being situated only about nine feet from
the motor. It was announced by Count de la Vaulx that during the summer
of 1901 he would attempt to cross the Mediterranean by a balloon,
provisioned for three weeks, maintaining communication with the
coast during his voyage by wireless telegraphy and other methods of
signalling. He was to make use of the "Herve Deviator," or steering
apparatus, which may be described as a series of cupshaped plates
dipping in the water at the end of a trail rope. By means of controlling
cords worked from the car, the whole series of plates could be turned
at an angle to the direction of the wind, by which the balloon's course
would be altered. Count de la Vaulx attempted this grand journey on
October 12th, starting from Toulon with the intention of reaching
Algiers, taking the precaution, however, of having a cruiser in
attendance. When fifty miles out from Marseilles a passing steamer
received from the balloon the signal, "All's well"; but the wind had
veered round to the east, and, remaining persistently in this quarter,
the Count abandoned his venture, and, signalling to the cruiser,
succeeded in alighting on her deck, not, however, before he had
completed the splendid and record voyage of 41 hours' duration.