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Home , Airship hangar, Blimp, Ferdinand von Zeppelin, Hindenburg disaster, History of aviation, Hugo Eckener

BY: Arjumand-Bano

The

By Arjumand Bano (13005001010)

Research Supervisor: Sir Kalim- Ur- Rehman

A Research Project

Submitted to Management

In Partial fulfillment of requirement of

Degree of Aviation Management

Department of Institute of Aviation Studies

University of Management and Technology

Johar Town, Lahore

May, 2017

Preface

his project “The Airships” is done as a part of BS Aviation Management which has to be done in last semester in University of Management and T Technology, Lahore. I am glad to dedicate this project to Sir Kalim- Ur- Rehman which is project supervisor and without their guidance this project cannot be done competently. I am thankful to my parents and teachers who guided me in this project.

For preparing the project I studied different websites related to airships. The data related to airships is easily available on internet. The research is based on airships types, its history, construction, biographies, modern airships etc. I tried my level best to put maximum information related to airships and keep the project from inaccuracies. If this project can help anyone to increase his/her information and knowledge I will feel that the purpose of my hard work has been achieved.

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Arjumand-Bano

ID: 13005001010

Batch#5

Email: [email protected]

BS Aviation Management (2013-2017)

University of Management and Technology, Lahore.

Acknowledgement

t is genuine pleasure to express my deep sense of thanks and gratitude to supervisor Sir Kalim- Ur -Rehman. Their keen interest and dedication above I all their overwhelming attitude to help their students had been solely and largely responsible for completing my work. Their scientific approach and timely advice have facilitated me to a very great extent to accomplish task.

I also thank all the staff of BS Aviation Management for their kind help and cooperation throughout my study period.

I am thankful to my parents for their constant encouragement throughout my research period and I believe that this project will guide the readers who are not even aware from airships.

Declaration

hereby declare that the project work entitled “The Airships” submitted to University of Management and Technology, Lahore is a record of an original I work done by me under the guidance of Sir Kaleem Ur Rehman and this project is submitted in the partial fulfillment of requirements for the award of degree of BS Aviation Management. The results embodied in this project have not been submitted to any other institute or university for the award of any degree or diploma.

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Arjumand-Bano

ID: 13005001010

Batch#5

Email: [email protected]

BS Aviation Management (2013-2017)

University of Management and Technology, Lahore.

The Airships

Table of Contents Executive Summary ...... 12 Chapter 1 ...... 13 Introduction ...... 14 Ancient Myths ...... 15 Icarus and Daedalus ...... 17 ...... 19 ...... 20 The Drawings of ...... 21 Leonardo Da Vinci ...... 21 Chapter 2 ...... 23 History ...... 24 Early Pioneers (1600s to 1700s) ...... 24 1800s to 1900s ...... 26 Early 20th Century ...... 32 World War 1 ...... 37 Chapter 3 ...... 40 The Interwar Period ...... 41 World War 2 ...... 48 Postwar Period ...... 54 Postwar Projects ...... 58 World’s First Attendant ...... 59 Chapter 4 ...... 61 Biographies ...... 62

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Count Ferdinand Von ...... 62 ...... 65 Ludwig Durr ...... 70 Ernst Lehmann ...... 71 ...... 72 Charles Rosendahl ...... 73 Lady Grace Drummond- Hay ...... 77 Clara Adams ...... 81 Chapter 5 ...... 82 Terminology ...... 83 Airship: ...... 83 : ...... 83 Dirigible: ...... 84 : ...... 84 Zeppelin: ...... 85 : ...... 85 Chapter 6 ...... 86 Classification ...... 87 Rigid Airships ...... 87 Semi-Rigid Airships ...... 87 Non-Rigid Airships ...... 87 Chapter 7 ...... 89 Construction ...... 90 Envelope ...... 90 ...... 91

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Gondola ...... 92 Propulsion and Control ...... 92 Chapter 8 ...... 93 Modern Airships ...... 94 Military Airships ...... 94 Passenger Transport ...... 97 Exploration ...... 98 Thermal Airships ...... 99 Unmanned Remotes ...... 101 Chapter 9 ...... 102 Current Design Projects...... 103 Heavy Lifting ...... 104 Metal-Clad Airships ...... 105 Hybrid Airships ...... 105 Airships in Space Exploration ...... 106 Chapter 10 ...... 108 Comparison with heavier than air ...... 109 Chapter 11 ...... 112 Safety ...... 113 Chapter 12 ...... 114 The Passenger Experience ...... 115 The Hindenburg’s Interior: Passenger Decks...... 115 Dining Room ...... 119 Lounge ...... 121 Writing Room ...... 121

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Passenger Cabins on Hindenburg ...... 122 Promenades ...... 123 “B” Deck on Hindenburg ...... 123 The smoking room ...... 126 The Bar ...... 126 Graf Zeppelin’s Interior: The Gondola ...... 127 The control room ...... 128 The kitchen ...... 128 The Passenger Lounge and Dining room ...... 129 The Passenger Cabins ...... 129 Chapter 13 ...... 130 Airship Travel Brochure ...... 131 “Airship Voyages Made Easy” ...... 131 Across the Ocean by Airship ...... 131 Where Airship Information Can Be Obtained...... 132 Preparations for Travel ...... 133 Chapter 14 ...... 134 Famous ...... 135 Graf Zeppelin’s Arctic flight 1931 ...... 135 Hindenburg “Millionaires Flight” ...... 139 Hindenburg’s Maiden Voyage Passenger List ...... 141 on Hindenburg ...... 146 Chapter 15 ...... 148 The ...... 149 Word in speed and Luxury ...... 149

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The cause of Hindenburg Disaster ...... 150 Last flight of Hindenburg ...... 150 Landing Approach ...... 152 The Fire ...... 153 Survival and Death ...... 154 Myths about Hindenburg Crash ...... 156 Hindenburg Myth 1: ...... 157 Hindenburg Myth 2: ...... 159 Myth 3: ...... 161 Hindenburg Myth 4: ...... 163 Hindenburg Myth 5: ...... 165 The Truth ...... 165 “Flammable Paint” Theory ...... 167 Chapter 16 ...... 169 “The Hindenburg” (1975): Film ...... 170 Characters ...... 170 Production Notes ...... 172 Hindenburg VS Titanic: Survival Rates ...... 174 Chapter 17 ...... 176 Karachi’s Airship Hanger ...... 177 Conclusion ...... 182 Bibliography ...... 184

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Executive Summary

irships are poorly understood and very ancient aircraft. It uses buoyant gas usually to its structure. They have been around from the A time 1852 but their commercial use was in 1920’s and 1930’s. Today they are performing limited roles such as scientific research and advertising. Once they were used for heavy cargo transportation, survey and in anti-submarine war.

Most famous of them were rigid airships used as flying aircraft carriers, heavy bombing and also for luxurious transportation. They become a tool of terror by 1915 and after Great War they were used as transportation for wealthy passengers. After the crash of Hindenburg in 1973 people considered airships unsafe. Now they become seen as old technology.

The project is structured in 17 Chapters.

Introduction, History, The interwar period, Airship Biographies, Terminology, Classification, Construction, Modern Airships, Current design projects, comparison with heavier than air aircraft, Safety, passenger experience, Airship travel Brochure, Famous flights, The Hindenburg disaster, The Hindenburg film, Karachi’s airship hanger and at the end conclusion.

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Chapter 1

The Airships

Introduction

istory of flight is from history of dream. Human wants to fly like bird. Early myths related to flight and early attempts include fashioning H out of bird’s feather. At ancient times it was thought that the mechanism of bird flight was more difficult than it seems.

Until 20th century clear understanding of bird flight was not accomplished. The issue was related with the posthumous publication of Borelli in 1960.Giovanni Alfonso Borelli’s De Motu Animalum described that human muscular system is too weak to support system like bird’s flight as they twist and turn during flying and complex flapping of wings.

One attempt was made by Besnier who was locksmith in . He worn wood and taffeta wings on back and attached ropes to hands and wings for flapping. Giovanni Alfonso Borelli’s Motu Animalum and many failures make clear that human flight should be rethought for progress.

It is said that the theory of was born by 1799 a century before achievements at Kitty Hawks in work of George Cayley “the father of ” worked from 1790 to 1857. George Cayley understood the principles and constructed working models.

When the foundation of heavier than air was being laid a flight lighter than air was progressing. The Montogolfier brothers made their flight in 1783. The

14 The Airships was founded a successful application for military when it was used by French to defeat Austrians in the battle of Fleurus. Ancient Myths

Almost all cultures contain myths about flying. Minoa and Mesoptamia the gods of ancient Egypt depicted that they had magnificient wings. People of ancient civilizations thought that province of gods was flying and Earth was the place for humans.

Ancient gods picture (from temple of Susa)

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Two ancient myths king Kai Kawus the Persian king who ruled around 1500 B.C and the king of Britain Baldud who ruled about 850 B.C explains ambivalence to flight. According to the book of kings written by Ferdowsi a poet in A.D.1000 king Kawas enter heaven through flying craft. The corners of craft consisted of a throne and four long poles were attached pointing upwards. Hungry eagles were chained and a piece of meat was placed at each pole. When eagles try to fly up to the meat the throne moves upward and when eagles tired the throne moves downward.

King Bladud’s flight seems to be different. The king had large wings and he flew over the city of Trinavantum (). King Kawas craft and the chained eagles.

According to ancient civilization the emperor of Shun in 2200 B.C said to have first parachutist. A warrior in Kibaga flew invisibly and dropped rocks on his enemies but later he was killed by an arrow.

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Icarus and Daedalus

Greek legend of Icarus and Daedalus are the most well-known legends of flight of ancient time. According to Greek mythology Daedalus was engineer and Athenian architect with almost godlike knowledgeable powers. He was mythical inventor of saw and axe. He also invented puzzles and gadgets which amazed people and invented a box which opens only by the sound of bird’s song with perfect harmony. He relocated to Crete with his son named Icarus and then became the resident architect and also inventor for King Minos.

Daedalus greatest accomplishment was the creation and design of Dreaded Labyrinth name of a maze which was built in Knossos a city. It is said that it was crafted so cleverly that once you entered maze it was impossible to find way out. In middle of Labyrinth was a monstrous Minotaur which was half man and half bull. Every year fourteen Athenian youngsters were sacrificed by Minos to that creature. As Daedalus was an Athenian and this did not sit well. So he supported King of Attica named Theseus in plot to throw Minos and also shared the secret the way out of Labyrinth.

When Theseus killed Minotaur he set fire to palace and then ran with king’s daughter named Ariadne. King discovered Daedalus disloyal and he sent soldiers to arrest Daedalus. Few years earlier Daedalus witnessed witch to take a flight in chariot by fiery dragons. From that time he secretly devoted himself in creating a mechanism which allows him to fly. Daedalus and his son Icarus reached Crete and set a secret workshop in cliffs.

Daedalus observes eagles and their flight which was nested in cliffs. After that he experimented with materials for wings. Thin cloth and silk was too

17 The Airships weak and sail canvas was heavy. After that Daedalus started collecting feathers. He was about to start testing when he heard that soldiers are coming to arrest him.

He gave instructions to his son to fly in the middle altitude (Enough high so ocean should not wet wings and make them heavy and low enough that the heat of sun could not melt wax which was holding feathers together. After that they took off. But they flew too high and the wax melted which resulted to death near an island. In his honour the island later called Ikaria. After their death some people starts believing Icarus and Daedalus had some basis and facts.

Fall of Icarus and Daedalus

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Roger Bacon

Roger bacon in 1260 wrote that human is so powerful that he can do things that are impossible but this manuscript was not published of Bacon. Oliver also known as Eilmer who was so called the first who tried to fly from a high place with wing like contraptions attached to his body and arms. Attempts like these ended with death. But Eilmer who jumped 250 years before Bacon had glided almost 250 yards (228.5) and survived but broke both of his legs. He was immortalized in Malmesbury Abbey in a stained glass portrait in which he is holding batlike wing.

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Leonardo Da Vinci

History of Aviation is nothing without stating Leonardo Da Vinci. He was an Italian Polymath who was interested in invention, sculpting, painting, architecture, mathematics, , cartography and history. He has been called the father of ichnology, and architecture. He made five hundred sketches and also thirty five thousand words. His work was based on birds and bat like wing sections. He also made one model on . After the construction of the model he thought that whether he have to wait for the invention of the machine which should be lighter power source for human being to work. Figures on the next page are the drawings of Leonardo Da Vinci. These drawings show that how carefully he had studied bird’s wings. The second figure shows that 4 wing which maximizes the output of human muscle.

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The Drawings of Leonardo Da Vinci

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The drawings shows that how carefully he had studied

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Chapter 2

The Airships

History Early Pioneers (1600s to 1700s)

The Jesuit Father named Francesco Lana De Terzi in 1670 published a report “Aerial Ship” which was held by 4 copper spheres from which air was displaced. A craft like that was unrealizable at that time and still it remain so in present days because external air pressure can cause the spheres to collapse unless and until its thickness was of such type to make them too much heavy to be buoyant. A hypothetical craft built by means of this principle is called “Vacuum airship”.

The design of 1670 Aerial Ship by Francesco Lana De Terzi

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Jean Baptiste Marie Meusnier described a more useful dirigible airship titled” Memorandum on the equilibrium of aerostatic” on a paper which was presented on 3rd December 1783 to French Academy. The water color drawings consisted of 16 water colors published and depicted 260 foot long (79m) consisted of streamlined envelope with internal ballonets which can be used for regulating lift. It was connected with a long carriage that can be used as a boat if vehicle was required to land in water. Airship was designed and driven by 3 propellers and controlled with sail like aft . Jean Pierre Blanchard in 1784 fixed a hand powered propeller to a balloon. He crossed in 1785 in a balloon fitted out with birdlike tail and flapping wings. Flapping wings are for propulsion and birdlike tail for steering.

Crossing of English Channel by Blanchard in 1785

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1800s to 1900s In 19th century continued attempts were made to add methods of propulsion to balloons. Dr. William Bland sent designs to Great Exhibition for his “Atomic Airship” which was held in London in 1851 where this model was displayed. It was an elongated balloon with twin propellers and steam engines. It was estimated that the lift of balloon as 5 tons and car with fuel weigh up 3.5 tons which gives a payload of one and a half tons. Dr. William Bland thought that it could be driven 80km/h and that can fly in less than a week from Sydney to London.

Henri Giffard in 1852 was the first who makes an engine powered flight. He flew 27 km in steam powered airship. Solomon Andrews in 1863 flew his aereon design which was an unpowered controllable dirigible in (Perth Amboy) and also offered device during Civil War to US Military.

Later in 1866 Solomon Andrews flew a design around New City and a new concept was developed in lift to give propulsive force and also that it did not need powerplant. Dupuy De Lome who was a French naval architect in 1872 introduced large navigable balloon, driven by large propeller. It was developed during Franco Prussian war. It was meant as an enhancement to balloons which was used for communication during the siege of among Paris and countryside. But it was finished after the end of war.

Paul Haenlein in 1872 flew an airship. That airship was with an engine which runs on coal gas which was used to inflate envelope. It was the first time that an engine was used to power an aircraft. In 1878 Charles F. Ritchel made a “demo of flight” of his first hand powered one man . After that he started to build and sold five of his aircraft.

26 The Airships

Micajah Clark Dyer in 1874 filed Patent 154654 “Apparatus for Navigating Air”. Trial flights which became successful were made from 1872 to 1874 but dates with details are not available.

The apparatus for propulsion and navigation used a combination of paddle wheels and wings. The wings obtain an up and downward motion while operating the machinery. If desired the wings may be set at an angle as to elevate the machine in the air so as to propel forward as well.

For propelling the machine paddle wheels are made exactly like a vessel is propelled in water. For guiding the machine an instrument answering to rudder is fixed. For raising the flying ship a balloon is used after that it can be controlled at the desire of its occupiers.

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Model of 1852 Giffard Airship at London science

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1872 navigable balloon developed by Henri

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Dyer Airship patent Drawing 1874

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1st electric powered flight in 1883 was prepared by Gaston Tissandier. He fitted 1.1 KW Siemens electric motor with an airship. Arthur Constantin Krebs and Charles Renard in French Army airship La France was the first who made fully manageable free flight in 1884. La France completed 1st flight of an airship 170 ft. That airship covered 8 kilo meter in 23 min then landed where it took off. That airship had 6.3 KW electric motor and 435 kg battery. From 1884 to 1885 it made 7 flights. Professor Peter C designed Campbell Air Ship in 1888.Then it was submitted to Car Edgar Myers for analysis who was an aeronautic engineer. It was manufactured by “Novelty Air Ship” Company after approval. In 1889 it was misplaced at sea by Professor Hogan in the course of an exhibition flight.

Dr. Frederich Wolfert in 1888 built three airships. An airship was powered by Daimler Motoeren Gesellschaft which caught fire and both occupants killed in 1897. 2 hp single cylinder Daimler engine was used in 1888 version. It flew 10 kilo meter from Canstatt to Kornwestheim. David Schwarz in 1897 built an airship with an aluminum envelope which completed its 1st flight after Schwarz had died at Tempelhof field in . Fifteen thousand marks were paid to Melanie Schwarz his widow by Count to release Carl Berg the industrialist from his contract to supply Schwartz with aluminum.

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Early 20th Century

In July 1900 Luftschiff Zeppelin LZ1 completed its 1st flight. The “” named after Count Von Zeppelin who worked in 1890s on rigid airship designs leading to defective LZ1 in 1900 and in 1906 more effective LZ2. “Zeppelin airships” had framework consisted of triangular lattice girders and protected with fabric which consists unconnected gas cells. For stability and control multiplane tail sides were used. Later designs had surfaces. There was passenger compartment and the engines and crew were housed in “gondolas” suspended beneath the hull. Propellers were attached to sides of frame.

LZ1 Count Zeppelin’s first airship

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A rich Brazilian Alberto Santos Dumont who lived in France had a desire for flying. Before turning his devotion to fixed winged aircraft he designed 18 balloons and dirigibles. He hovered his airship “Number 6” (a small semi-rigid with detached keel) on 19 October 1901 from Parc Saint Cloud to and around and returned back in thirty minutes. Alberto Santos Dumont earned “Deutsch De La Meurthe” prize of 100,000 francs. Inventors were enthused by Santos Dumont’s small airships. After that airships craze began worldwide.

Santos Dumont No.6 rounding the Eiffel Tower in 1901

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Airship pioneers for example, the 1st British airship was built by Stanley Spencer with funds by marketing baby food on the sides of the envelope. Melvin and Walter Wellman set their visions on loftier goals. They attempted 2 polar flights in 1907 and 1907. They also attempted 2 trans-Atlantic flights in 1910 and 1912. Thomas Scott Baldwin the American supported or financed his activities through public demonstration flights and passenger flights.

Leonardo Torres Quevedo which was a Spanish engineer in 1902 published facts of an advanced airship design in France and Spain. With non-rigid and internal bracing wires it succeeded in dealing with the faults of these types of aircraft as regard both flexibility and rigid structure (Zeppelin type). It also provides the airship with the competency of a greater passenger load and with much stability. It also provides the use of heavier engines. By the helped of Captain A. Kindelan in 1905 he constructed the airship “Espana” at Guadalajara military base. He patented his project next year without attracting official interest. He patented an enhanced project in 1909 which then he offered to French “Astra” company. In 1911 the company started mass producing it in as “Astra Torres airship”. Entente powers widely used the distinctive 3 lobed design during the Great War.

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An Astra Torres Airship

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Before war other airship builders were also energetic. The French company “Lebaudy Freres” from 1902 specialized in semi rigid airships such as Republique and Patrie designed by their engineer Hernri Julliot. He later worked for American company Goodrich. Schutte Lanz” the German built wooden framed SL series from 1911 by introducing important technical innovations. Parseval Luftschiff (PL) series from 1909 was built by German firm Luft Fahrzeug Gesellschaft. The first two Forlanini airships was built and flown by an Italian firm “Enrico Forlanin's”.

A French mechanic Georges Sache and the Brazilian aeronaut Augusto Severo De Albuquerque Maranhao died on May 12, 1902 while the flight at airship over Paris called Pax. A marble plaque at number 81 of “Avenue Su Maine” in Paris celebrates the location of Augusto Severo accident. In 1902 short silent film recreation of catastrophe “The Catastrophe of Balloon Le Pax was directed by George Melles.

Nulli Secundus was the first dirigible built by Britain army in 1907.In 1908 Navy ordered the construction of an experimental rigid. That experimental rigid authoritatively known as “His Majesty’s Airship No.1”. But unfortunately it broke its back. That airship was also called Mayfly. Walter Wellman in 1910 take a trial of an aerial crossing of in airship America but he became unsuccessful.

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World War 1

The use of airships for destruction purposes such as had been known in well before the airships were up to the job. In 1908 H.G . Wells The War in the Air defined the destruction of whole fleets and towns by airship attack. During the Italo Turkish War the Italian forces was the first to use dirigibles for military purpose. The 1st bombing operation was flown on 10th March 1912. It was that made the airship’s to use as a weapon. French, Germans and Italian all used airships for bombing, scouting and learned that airship was too weak for operations over front. The decisions to stop operations with the help of armies was made in 1917.

German airship Schutte Lanz SL2 bombing in 1914

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It was believed that for naval operations zeppelin’s can be used as attack craft or scout. Raids began in England on January 1915 which leads to the loss of British defenses and only few raids were made from 1917 to 1918. Zeppelins was proved terrifying but wrong weapons. Target selection, Navigation and bomb aiming was difficult even in the best of conditions. New designs was made for reaching greater altitude was developed but that made them resistant from attack and made their bombing accuracy even more bad.

In war the improvement of led to the accomplishment of first carrier based air strike in history. On 19th July 1918 the launch from HMS Furious of seven Sopwith 2F. 1 Camels struck with the airship base at Tondern which destroys the zeppelins L54 and L60.

Wreckage of Zeppelin L31 or L32 shot down on 23rd September 1916 in England

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The British Army stopped the manufacturing of airships because they were in the favour of aeroplanes in the beginning of war but recognized that there was a requirement for small airships to avoid the submarine and mine hazard in coastal waters. In February 1915 they started to make Sea Scout (SS) a class of blimp. Sea Scout had a small envelope of 1699 to 1982 m3 . It was first aircraft fuselages excluding wing and tail surfaces and after that more advanced were built.

In British Service the most effective non rigid airships was NS(North Sea). NS class had gas capacity of 10200m3 ,10 crew members and endurance of 24 hours. 100 kg bombs can be carried and also 3 to 5 machine guns. British used blimps for mine clearance, scouting and for convoy patrol duties. 200 non-rigid airships were run by British during war. Many of them were sold to France, Russia, and United States. Low attrition rate, huge number of trained crews and regular experiments in handling methods shows that in non-rigid airship technology Britain was world leader.

Till the end of war the Royal Navy sustained to improve rigid airships. Armistice had completed 8 rigid airships. Four 23 class, No.9r, 2 R23x class and 1 R31 class and also more were completed by the end of war. Italy and France continued use airships during war. France chose non rigid type of airships while Italy flew 49 semi- rigid airships in both bombing and scouting roles.

Airplanes switched airships as bombers by the end of war. Remaining zeppelins of were damaged by their crews and handed over to Allied powers.

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Chapter 3

The Airships

The Interwar Period

Many nations functioned airships between two world wars. United States, Germany and Britain were the only Constructors of rigid airships. France and Italy made restricted use of Zeppelins. The , the United States, Italy and are the countries which mainly operated semi rigid airships.

Germany was not permitted to manufacture airships of large capacity than million cubic ft. LZ 120 Bodensee and its sister ship LZ 121 Nordstern were two small passenger airships that were built instantly after war. LZ 120 Bodensee was given to Italy and Nordstern was given to France. The 1st aircraft to fly over the North Pole was the Italian semi rigid airship Norge on 12th May, 1926.

The British R33 and R34 were almost the copy of German L33. These two were the most effective airships in British service. In early 1918 the formation of created hybrid British airship program. The RAF was not attracted towards airships but Admiralty was interested. The deal was made where Admiralty design any future military airships and RAF would handle facilities, manpower and operations, R34 started the 1st double crossing of Atlantic on 2nd by an aircraft. After 108 hours in air it landed on 6th July Mineola, . On 8th July return crossing began and took 75 hours. This reason failed to develop interest for airship development and this is reason that British airship program repeatedly turn down.

United States Navy required its first airship DH-1 during World War I but it was destroyed after delivery to Navy while it was inflated. US Navy contracted to

41 The Airships buy R 38 after war which was manufactured in Britain but it got damage before it was handed to US because of structural failure during test flight.

America then started developing USS Shenandoah. It was designed by Bureau of Aeronautics and it was based on zeppelin L49. It was assembled in Hanger No.1. It was 1st flown on 4th September 1923 from Lakehurst New Jersey. This was the first airship which was inflated with helium the after which it become scarce that USS Shenandoah consisted most of world’s supply. USS Los Angeles the airship was manufactured by Zeppelin Company. According to the terms of Versailles Treaty it was reimbursement for airships which should be handed over as war reparations but had been damaged by their crews. That manufacturing order saved Zeppelin from risk of closure. US Navy was encouraged to invest in larger airships after the success of Los Angeles which flown well for eight years. When Los Angeles was supplied the 2 airships had to share scarce supply of helium.

1923 USS Shenandoah (ZR 1) during construction

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Sir Dennistoun Burney in 1922 advised a plan (the Burney Scheme) for a subsidized air service throughout using airships. The Burney scheme was changed into Imperial Airship Scheme in the power of Ramsay MacDonald’s Labour in 1924 government in which 2 airships were built. One airship was made by a private company and the second airship by Royal Airship which works under control. The two designs were totally different. the “Capitalist” ship was ordinary whereas the the “Socialist” had many advanced design features. Manufacturing of both airships took too lengthier than expected and until 1929 airships did not fly. R101 on 5th October 1930 which had not been completely tested after major amendments crashed on its maiden voyage at Beauvais in France and killed 48 of 54 people abroad. Among the dead people were chief designer of craft and secretary of state for air.

In 1925 Locarno Treaties removed the limitations on German airship construction and after that Zeppelin Company started manufacturing Graf Zeppelin (LZ 127). It was the largest airship that a company can built at that time and it was projected to increase the interest in passenger airships. Like propane Graf Zeppelin burned blau gas (artificial illuminating gas) kept in large gas bags underneath the hydrogen cells as fuel. Density was similar to air so it avoided weight change because fuel was used and that’s why it need to valve hydrogen. Graf Zeppelin was a great achievement and had inspiring safety record. It had flying more than 1,600000 km without a single passenger injury.

US Navy researched with airships and use them airborne aircraft carriers developing an idea initiated by British. For early experiments USS Los Angeles was used and the world’s largest airships at that time USS Akron and Macon were used to test in naval operations. Each of them carried 4 F9C Sparrowhawk fighters in its hanger and also the fifth one on trapeze. The last two USS Macon which was

43 The Airships built lost. After that seaplane become more proficient and also it was considered better investment.

USS Akron over Lower circa 1932

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In accidents US Navy lost all 3 American constructed rigid airships. On 3rd September 1925 USS Shenandoah flew into (poorly planned flight) over Noble County, Ohio and broke into pieces and 14 crew members were killed. On 3rd April 1933 USS Akron was caught in storm and flown into surface of sea of New Jersey. It had no life boats and very few life vests.73 of its crew died from hypothermia. On 12th February 1935 USS Macon was lost due to structural failure at sea some distance nearby Point Sur Lighthouse. 2 of its crew members died out of 83 died thanks to presence of inflatable rafts and life jackets after Akron disaster.

In 1931 Empire State building was completed with dirigible mast in expectation of passenger airship service. Many entrepreneurs tested with shipping freight and commuting through airship.

The German Zeppelins in successfully competed with other means of transportation. They could carry remarkably more passengers than other existing aircraft and provide facilities similar to ocean liners for example observation decks, private cabins and dining rooms. It was more energy efficient (save energy) than heavier than air designs.

Only Germany continued to develop airship by the mid-1930s. Zeppelin Company Continued Graf Zeppelin operations between and Recife () on passenger service taking 68 hours. Even small Graf Zeppelin operation was profitable. In mid-1930s efforts started to construct an airship specially to provide passenger services across Atlantic. During 1936 season Hindenburg (LZ 129) successfully carried passengers between New Jersey, Lakehurst and Germany. The year 1937 started with an airship accident. On 6Th May 1937 before landing approaching minutes Hindenburg burst into fire and crashed.

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Of 97 people aboard 13 passengers, one American ground- crewman and 22 aircrew died. The disaster happened when a news reporter was making footage of arrival. The disaster was of such type that theatergoers could see and it can be hear in . Hindenburg disaster broke public confidence and also brought the end to “golden age” of airships. The day after Hindenburg was crashed Graf Zeppelin from Brazil landed at the end of its flying and it became last international passenger airship flight.

On 6th May 1937 the Hindenburg catches fire

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Sister ship of Hindenburg “Graf Zeppelin II (LZ130)” without helium it could not perform commercial passenger flight. Until 1939 it flew some test flights and conducted electronic espionage when it was grounded because of start of war. In 1940 last two zeppelins were discarded.

Manufacturing of airships continued only in US and to some extent the “Soviet Union” also. Soviet Union had many semi rigid airships and non-rigid airships. SSSR-V6 OSOAVIAKhIM the semi rigid dirigible was one of the largest of these craft. It also made longest endurance flight of more than 130 hours but in 1938 it crashed into a mountain killing 13 people out of 19 on board. It was a huge blow for the company but until 1950 Soviet Union continued to operate non-rigid airships.

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World War 2

Germany realized that airships were useless for military purposes in coming war so they concentrated on manufacturing of aeroplanes. United States followed a program of military airship development. Even it did not establish a clear military policy for use of airship. When on 7th December 1941 Japanese took action against Pearl Harbor taking United States into World War II. 10 non-rigid airships belonged to U.S Navy:

From 1938 4 K class: K 5, K 4, K 3 and K 2 made as patrol ships. From 1938 3 K class: - L 3, L 2 and L 1 manufactured as small ships for training. In 1936 1 G class constructed for training. In 1933 2 TC class made for land forces. It was older patrol ships and US Navy in 1938 obtained them from US Army.

On TC-class and K class airships were fit for combat. They were quickly put into service against German and Japanese submarines. U.S Navy command memorized airship’s anti-submarine achievement in World War I so it immediately requested new up-to-date anti-submarine airships and formed ZP-12 patrol unit based on 2nd January 1942 in Lakehurst from 4 K airships. ZP-32 patrol unit was made based at NAS Moffett field in California from 2 TC and 2 L airships after a month. Airship training was also created. In early days of World War II the position of submarine hunting Goodyear airships has created major misperception. Various accounts mention to airships Volunteer and Resolute as operating as “privateers” according to Letter of Marque. Congress not once permitted commission and also the President did not sign.

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Control car (gondola of Goodyear ZNPK (K-28) later operated by Goodyear as Puritan VI

From 1942 to 1944 3000 crew members and almost 1400 airship pilots were trained and airship military personnel rose from 430 to 12400. Goodyear industry in Akron city of Ohio manufactured U.S airships. From 1942-1945 for 154 airships were constructed. It includes 133 K class, 5 L class, 10 L class, 7 G class and 4 M class for civilian customers.

The primary tasks of airship were convoy escort and patrol near American coastline. Also served an organization for convoys and were used in rescue operations and naval search. Fewer duties of airships contained aerophoto

49 The Airships reconnaissance, mine sweeping, naval mine laying, unit transport and deployment, personnel transportation and cargo. They were pretty successful in their duties and in whole US air force it had maximum combat readiness factor 87%.

532 airships without airship convoy were sunk during war near United States coast by enemy submarines. One ship of 89,000 tanker Persephone convoys by blimps was destroyed by enemy. Airships involved submarines with depth charges (anti-submarine warfare weapon), less than other on board weapons. They were excellent to put submarines down with their limited speed and also the range which prohibit them from attacking convoys. Weapons available to airships were so inadequate that they had minute chance of sinking a submarine until the beginning of homing torpedo.

U boat destroyed only one airship K-74 from ZP-21 division which was patrolling the seashore nearby Florida on 18th /19th July 1943. Airship founded a German submarine using . K-74 attacked but U-boat first opened fire. K-74 got serious damage and loses gas pressure and engine but landed in water. No life was lost. All this happened because K-74 depth charges did not release as it cross over U boat. Patrol boats rescued crew in morning. One Aviation Machinist from crewman Isadore Stessel expired from shark attack. Submarine U-134 was marginally damaged and after that it was attacked by aircraft. Heavy damage forced it to return to base. On 24th August 1943 it was finally sunk near Vigo, Spain by a British .

Fleet airship wing 1operated from , Argentina, Nova Scotia, Yarmouth, Bar Harbor ME, Brunswick NAS, South Weymouth NAS Massachusetts, Weeksville, Glynco and Lakehurst.

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Few United States airships were also used in European war. From 1944 to 1945 United States Navy used an entire group eight K class Goodyear blimps (K- 114, K-89, K-112, K-101,K-134, K-109, K-130, K-123) with maintenance and flight crew. It was sent from North Carolina to French, . Their mission was to find and finish German U-boats in shallow water around Strait of Gibraltar where MAD (magnetic anomaly detection was viable. For this MAD required low altitude flying but it was dangerous for these types of aircrafts at night. To create 24/7 MAD barrier at Straits of Gibraltar blimps were measured as a superb result. Blimps fly at night shifts. K-123 and K-130 first two blimps on 28th May 1944 left South Weymouth NAS and flew Newfoundland, Argentina, Azores and at last Port Lyautey. On 1st June 1944 by using non-rigid airships they finished first transatlantic. Blimpron 14 “The African Squadron” also conducted mine sweeping and mine spotting operations in major Mediterranean ports including convey transporting U.S President Franklin D. Roosevelt and also in 1945 for Yalta conference the British Prime Minister Wintson Churchill.

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K-class blimps of USN Blimp Squadron ZP-14 conducted

antisubmarine warfare operations at Strait of Gibraltar in 1944 to 1945

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Some airships guarded the . Fleet Airship wing 2 which Headquartered at NAS Florida covered Gulf of Mexico from Key West and Richmond, Louisiana, Houma, Hitchcock and Brownsville, Texas. Fleet Airship Wing 2 also guarded the North Caribbean from San Julian, Isla De La Juventud (old name was Isle of Pines), Vernam Field, Jamaica and Guantanamo Bay, Cuba.

ZP-51(Navy blimps of Fleet Airship Wing Five) operated from Paramaribo, Suriname and Trinidad, British Guiana. Fleet Airship Wing 4 activated along the coast of Brazil. VP- 41 and VP- 42 two squadrons flew from , Caravelas and from the hanger built for Graf Zeppelin at .

Fleet Airship Wing 3 ZP- 33, ZP- 32, and ZP- 31 operated squadrons, from Moffett Field ZP- 32, at NAS Tillamook Oregon ZP-33 and at NAS Santa Ana ZP- 31.

The airships of Atlantic flew 378,237 and made 37,554 flights from 2nd January 1942 till the end of war. More than 70,000 ships in convoys were protected by blimps and only 1 was sunk under blimp escort by a submarine.

Single airship was used by Soviet Union during war. In 1939 W-12 was built and in 1942 entered in service for equipment transport and paratrooper training. Until 1945 it made one thousand four hundred and thirty two runs with three hundred metric tons of cargo. The Soviets made second airship which was called Pobeda class (victory class) which was used for wreckage clearing in Black sea and mine sweeping crashed on 21t January 1947. In 1947 W- class (W 12 bis Patriot) commissioned. It was mostly used for parades, crew training and propaganda.

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Postwar Period

Airships are no longer used for passenger transport and cargo but still they are used for other purposes like sightseeing, advertising, surveillance, advocacy and research.

Per Lindstrand and his team in 1980s introduced GA-42 airship. It was the first airship which used fly by wire flight control. Fly by wire flight control reduced pilot’s work.

In 1993 Per Lindstrand company constructed world’s largest thermal airship for French botanists. It was of 300,000 cubic feet and 8,500 cubic meters. AS 300 carried a raft suspended from underside and situated by airship on the top of tree canopies in rain forest. It permits the botanists to transport their treetop research without major damage to rain forest. The airship returned to pick up and reposition the raft when research was ended at given location.

Lindstrand Technologies in spring 2004 supplied to Ministry of Defense in Spain the world’s first airship which was steered remotely (unmanned). After four years that airship which was nominated as GA- 22 flies on almost daily basis.

The United States in June 1987 granted US168.9 million dollar agreement to and to Westinghouse Electric of to find that whether an airship could be used to discover the threat of sea skimming missiles for example Exocet. Westinghouse Electric/Airship Industries Sentinel 5000 prototype design was the largest blimp ever built at 2.5 million cubic feet. In 1995

54 The Airships finance aid for Naval Airship program was canceled and development was stopped.

In 2000 CA-80 airship was manufactured by “Shanghai Vantage Airship Manufacture Co, Ltd. In September 2001 it had prosperous trial flight. This was considered for the purpose of propagation, advertisement, scientific test, air-photo, surveillance duties and tour. In Shanghai it was certified as grade A Hi –Tech introduction program. The CAAC authority gives certificate of airworthiness and granted a type design approval.

Zeppelin Company in 1990s returned to airship business. On 18th September 1997 their new model titled “Zeppelin NT” made its first flight. In 2009 there were 4 NT aircraft flying. In March 2009 fifth was completed and an extended NT-14 was under manufacturing which was of 14,000 m3 of helium and capable of transporting 19 passengers. One was traded to Japanese company and it was planned to be flown in summer in Japan. One of the 4 NT aircraft in South Africa carried diamond detection tool from De Beers. NT-4 is a part of Airship Ventures of Moffett Field. In San Francisco Bay Area provide Mountain View and sight- seeing tours.

Blimps are used for as television camera at main sporting events and for publicity. The most popular for these are Goodyear Blimps. It operates 3 blimps in U.S. Van Wagner Group operates 19 advertising blimps all over the world. Airship Management Services operates and owns 3 Skyship six hundred blimps. 2 operate as security ships and as advertising in and Caribbean. Zeppelin NT was operated for advertising, special mission projects and passenger service by Airship Ventures. Till 2012 they were the only ship operator in United States which was approved to fly commercial passengers.

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“Skycruise AG” works and owns 2 skyship six hundred blimps. One operates on regular basis over Switzerland used on seeing the sights tours.

Switzerland based “Skyship 600” was also used for other purposes for many years. For example during 2004 in summer Olympics it was flown over Athens as a safety measure. It carried publicity calling it “The Spirit of Dubai” in November 2006.It began a publicity tour from London to Dubai, United Arab Emirates on behalf of “The Palm Islands” (the world’s largest man made islands created as residential complex).

The Spirit of Dubai approaches its motorized mooring mast

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Lose Angeles based “Worldwide Aeros Corp. which produces FAA type certified “Aeros 40D Sky Dragon” airships.

The United States Navy in May 2006 began to fly airships again after a pause of approximately 44 years. They use single non rigid “American Blimp Company” A-170 with designation MZ-3A.Operations emphasis on research, crew training and platform integrator is “Northrop Grumman”. The program was directed by “Naval Air Systems Command” and is carried out at the center of United States Navy lighter than air operations in earlier decades (NAES Lakehurst).

The brought A380 airship in November2006 from “American Blimp Corporation” through an agreement with “Booz Allen Hamilton” and “Northrop Grumman”. In late 2007 airship started flight tests with a primary goal of carrying 1,100 kg of payload to height of 4,600 m (15,000ft) under “autonomous waypoint navigation”. The program will also show carrying 450kg (1000lb) of payload of 6,100 m (20,000ft) and it could be used for multi intelligence collections. CA-120 airship was launched by Vantage Airship in 2008. CA-150 was an improved modification of model CA-120 and completed built-up in 2008. Currently it is the biggest non rigid airship. It has greater than before passenger capacity and larger volume.

In James Bond film “A view to a kill” which was released in 1985 used Skyship 500 which was prominently highlighted. That airship was “Skyship 500”.

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Postwar Projects

Hybrid designs like Heli Stat helicopter/airship, the Aeron aerodynamic/aerostat craft and the CycloCrane which is a hybrid /aerostat) struggled to take flight.

Short lived project in 2005 of US DARPA (Defense Advanced Research Projects Agency) discovered the probability for using airships as heavy lift long distance craft. The main goal of research program was to define the feasibility of constructing an airship capable of carrying 450 t of payload a distance of 19000km and also a land on location without the use of ground equipment like masts.

Two contractors in 2005 US Aeros Airships and Lockheed Martin each of them given almost $3 million to do feasibility studies of designs for WALRUS. In 2006 congress eliminated finance aid for Walrus Hula. MAAT FP7 project has initiated by European Commission which has some echo also in United States social media. This project has explored innovative cruiser feeder architecture and has allowed producing multidisciplinary advancements including modular design methods.

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World’s First

Henrich Kubis with passengers on LZ-120 Bodensee

World’s 1st flight attendant worked on “Zeppelin” not on aircraft. Henrich Kubis started his career as flight attendant before any fixed wing airliner was large enough to carry steward and eighteen years before Ellen Church of” United ” became the world’s 1st stewardess.

For German “DELAG” Kubis worked and started caring for passengers on zeppelin Schwaden in March 1912. He worked as chief steward on all German passenger zeppelins including Bodensee. He worked alone but had helper steward who cooks for 20 passengers Graf Zeppelin.

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He was in Hindenburg’s feasting room when at Lakehurst, New Jersey ship burst into flame on 6th May 1937. Kubis encouraged crew and passengers to jump from windows when Hindenburg came close to ground.

Henrich Kubis in dining room of LZ-127 Graf Zeppelin

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Airship Biographies Count Ferdinand Von Zeppelin Count Ferdinand Von Zeppelin was born on 8th July1838 on an island . He attended military academy near . At age 20 he became officer in army of Wurttemberg.

Zeppelin’s 1st experience with lighter than air flight was a climb in 410003 ft. balloon. It was inflated with coal gas which was previously used by Union Army as an obeservation balloon. It was functioned by John Steiner the balloon reached 600 to 700 ft. and Von Zeppelin seen the world from air.

Later Zeppelin started developing his interest in lighter than air flight. He also developed introductory concepts of the design of steerable airship. Zeppelin made entries in 1874 in his diary and described rigid framed, longitudinal girders and also contained individual gas cells. Zeppelin sent a memo in 1887 to the King of Wurttemberg suggesting the use of airship for military purposes. At age of 52 Zeppelin was fully able to dedicate himself to the problems of lighter than air flight. Within 10 years he developed his 1st airship Luftschiff Zeppelin 1 (LZ-1).

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He was not only the innovator and a driving force behinde the construction of 1st zeppelin airships but he also commanded and piloted most of early ships himself.

Because Zeppelin was a military man so he viwed his invention to miltary as it was a contribution as a strength in country’s military. His plans was adopted by navy and army and he succeeded in convincing the armed forces to purchase and operate Zeppelin’s ships.

After the contribution his ships made during Worl War 1 Zeppelin turned his attention to heavier than air aircraft like Zeppelin Staaken bombers.

Before the end of World War 1 Count Von Zeppelin died when he was of 78 years on 8th March1917.

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Count Von Zeppelin in Control car LZ 10

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Hugo Eckener

Hugo Eckener airship pioneer was an early assistant of Von Zeppelin. He earned fame worldwide as zeppelin commander. Hugo Eckener’s role to zeppelin aviation had 2 crucial aspects. First one is his skill in technical matters like development of operating standards, understanding of meteorology and support for airship travel.

Eckener was born on 10th august 1868 in Germany’s Baltic coast. Eckener’s familiarity sailing in water of Baltic coast gave him important insights into meteorology and weather. His education was in psychology and earned doctoral degree but he had no training in engineering, physics or aeronautics.

While working as jounalist for Frankfurter Zeitung Eckener 1st time saw an airship on 7th october 1900 when he was assigned to cover 2nd flight of Ferdinand Von Zeppelin 1st ship LZ-1. Eckener was inspired by Count Von Zeppelin but not impressed with the performance of Von Zeppelin airship. He agreed to work for Zeppelin as publicst and writer. He became deeply involved in operational and

65 The Airships technical features of zeppelin flight. He gave his 1st airship command in 1911 the Zeppelin “LZ-8 Deutschland II. The flight ended in crash. LZ 8 was being moved from its hanger on 16th May 1911a gust of wind tore the ship away from ground crew and smashed it against the roof of hanger. There were no injuries but the crew and passenger rescued by fire ladder.

Crash of Deutschland 2 under the command of Hugo Eckener

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Eckener’s most prominent appearances as an airship commander are his obsessive caution and determination always to put safety above all political or commercial considerations. He did not believe in taking risks or hoping to chance.

Eckener as commander was famous as strict or severe officer who had lack of effort or little tolerance for incompetence. He was also known for fairness to his crew and officers and calmness during tension and crises moments.

Eckener and World War 1

He was totally involved in Germany’s use of airships during war. He was the senior advisor and director of airship training. He trained more than fifty flight crews which consisted of more than one thousand men.

Allies after World War 1 place restrictions on German aviation and especially on lighter than air activities. The Zeppelin Company becomes out of business due to Allies policies after war. Those restrictions restricted the size of airships that could be constructed by Germans making creation of new intercontinental airship impossible. 2 commercial airships of DELAG’s given to allies 1st was LZ-120 Bodensee to Italy and the 2nd one LZ-121 Nordstern to France.

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Eckener and LZ-126 Los Angeles

Eckener made great contribution for the survival of Zeppelin. He convinced Allies to build new ship LZ-126 to Zeppelin Company. The manufacturing of LZ- 126 kept the company alive maintains not only its equipment and plant but also its workforce of its skilled employees. The production and operation of LZ 126 provided Eckener and his fellows with experience and knowledge they would use to construct Hindenburg and Graf Zeppelin.

LZ 126 from Germany to America was an achievement for aviation. Eckener and his crew were welcomed by U.S President Calvin Coolidge at White House.

The Zeppelin Eckener Spende

To finance LZ-127 Graf Zeppelin Eckener and his companions Hans von Schiller, Hans Flemming, Max Pruss ans Anton Wittemann traveled throughout Germany giving 100 of lectures and raising money for Zeppelin Eckener Spende. But they can only raise 2.5 million of 7 million marks which was needed to manufacture LZ-127. They got additional million marks from government and also financing from its other operations the company was able to start construction.

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Hugo and LZ-127 Graf Zeppelin

Under Eckener’s leadership Graf Zeppelin was built and then it became the most prosperous zeppelin airship in history and it completed many important flights under Eckener’s command.

Graf Zeppelin flights include transatlantic crossings, exploration of North Pole and round the world flight. In 1920s and 1930s public opinion poll showed that at that time he was one of the most famous men in the world.

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Ludwig Durr

He was the main designer of all airships which were built by Zeppelin Company. Von Zeppelin made Ludwig Durr his principal designer when Von Zeppelin 1st engineer Hugo Kubler who designed LZ 1 refused to fly the airship which he had produced. Von Zeppelin was forced to dismantle his 1st airship and in 1900 end operations due to lack of treasuries. Ludwig Durr was the sole employ who nonstop to work for Zeppelin and in 1945. When he worked as designer Ludwig Durr was also qualified as an airship pilot and he commanded zeppelins LZ 5, LZ 6 and LZ 7.

When he designed very 1st ship LZ2 Ludwig made important and major engineering improvements for example replacing LZ 1 weak tubular girders which allowed the hull to hog and twist during flight with triangular girders which provided the rigidity which is necessary for successful airship.

He was famous for his conservative approach to design which was almost out of conviction and almost because he knew that his strength was in empirical design through learning from trial and error and from past experience. Durr was born on 4th june 1878 and he died on 1st January 1956.

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Ernst Lehmann He was born on 12th may 1886 in a town on Rhine River directly across from Mannheim. At age of 19 he joined Navy. While serving on cadet training ship he was commissioned Reserve Lieutenant. He also continued his studies. In 1912 from Berlin Charlottenburg Technical University got an engineering degree.

Lehmann started training in spring of 1913 as an airship man under Hugo Eckener and he was placed in command of DELAG passenger ship LZ 17 Sachsen by fall 1913. Lehmann commanded Sachsen on its several passenger flights commonly local exploring flights from Baden Baden, Hamburg and Leipzig.

In the start of World War 1 in august Sachsen was taken over by Army and though Naval officer was Lehmann he left in command of ship. Eckener and Lehmann used Sachsen as training ship and their most main student was Peter Strasser who led the Germany Navy’s airship program throughout the war until his death in zeppelin raid on England in 1918 in August. Lehmann after war worked at Zeppelin Company by developing plans for passenger transportation lines. He moved to Akron as Vice Chief for newly formed Good Year Zeppelin. Lehmann served under Eckener most important flights of Graf Zeppelin LZ 127 and was habitually in command of Graf Zeppelin himself.

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Max Pruss When Hindenburg crashed at Lakehurst on 6th May 1937 Max Pruss was the captain of that ship. He was born on 29th September 1891 in the district of Sensburg. Pruss family in 1898 moved to Bielefed. Pruss joined “Schiffsjungen Division” in 1907 of German Navy based at Kiel. He was trained on “Preussen” ship in signal and navigation service. In 1914 he received his helmsman’s certificate.

During World War 1 Pruss joined German Naval airship and made his 1st flight in 1914 as an enlisted observer or trainee aboard Navy Zeppelin L3. He flew as secondary officer on non-rigid airship PL 6 Parseval ship. After then he was trained as a crew member of Leutnant and on World War1 served as man on Zeppelin L6. He remained the part of crew aboard L54, L25, L30 and L11. He also served in Germany Navy Zeppelin L54, L30, L25, L11, L6 mostly as elevator man which is the most challenging and demanding position.The command of Hindenburg was received by Max Pruss . Pruss was the captain of the ship on transatlantic flight on 3oth September to 3rd October 1936 from Lakehurst to Frankfurt and also during the Hindenburg’s last 3 South American crossings.

He was in the command of Hindenburg when it was damaged at Lakehurst by fire on 6th May 1937. He survived in the crash but he was suffered with very serious burns on his body and remained in NY hospital for many months.

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Charles Rosendahl He was the leading character in America’s rigid airship program and he was one of the most experienced airship aviators in US.

On 15th May 1892 he was born in Illinois. He entered US Naval Academy in 1910 and he was graduated in 1914. After serving in numerous cruisers, battleship Oregon, destroyers he was given the command of USS Claxton destroyer in 1921before when he was assigned to Naval Academy and later that year as engineering instructor.

His career in Navy’s lighter than air program started when in January 1923 he answered a call for airship volunteers. In April 1923 he reported to Naval Air Lakehurst for training. By October he was allotted as mooring officer and navigator aboard USS Shenandoah.

He was aboard USS Shenandoah on 3rd September 1925 when ship was caught in storm over Ohio. He and 6 other men were in bow unit when ship broke. Under Charles leadership the men in bow released helium from cells and free ballooned to relatively moderate landing due to which they all stay alive. 14 crew members were killed in crash including the captain of the ship Lieutenant Commander Zachary.

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Charles in March was allotted as Executive officer of USS Los Angeles and after 2 months he was given the command of ships. Charles was energetic and active leader who was filled with enthusiasm for ship and its mission. During next 3 years USS Los Angeles logged over one thousand and four hundred flight hours in more than hundred flights includes roundabout forty hour nonstop flight to Panama Canal Zone and fifty two hour nonstop return in Charles leadership.

In October 1928 he was aboard Graf Zeppelin during its 1st flight transatlantic crossing to America. In that flight under the supervision of Eckener Charles stood watch as airship’s officer.

Charles in 1931 was allotted as in charge of trial flights of recently built USS Akron. Until 22nd June 1932 he commanded Akron on 40 flights.

1st

Flight of USS Akron autographed by Charles Rosendahi

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In 1936 he promoted to Navy commander Charles served as watch officer aboard Hindenburg LZ-129 during 4 transatlantic crossings between North America and South America and Germany. He was also invited to fly on 9th October 1936 Hindenburg’s famous millionaire’s flight.

On that flight Chief of Naval Operations Admiral William H. Stanley was a fellow passenger. Even after the Hindenburg crash he remained believe in lighter than air aviation He wrote a book in 1938 with the title “What about the airship: The challenge to United States”. In that book he argued the benefits of rigid airships.

Due to notable career as airship man and Naval Officer Charles was remembered by public as commanding officer at Lakehurst at the time of Hindenburg disaster of 6th May 1937.

In 1946 Charles retired from US Navy as Vice Admiral. He lived in New Jersey with his wife and in 1977 he died in Philadelphia.

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Letter from Charles to Clara Adams

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Lady Grace Drummond- Hay Lady Grace was closely linked with Zeppelin travel aboard Hindenburg and Graf Zeppelin.

Lady Grace in engine car of LZ 127

Lady Grace was the widow of British diplomat Sir Robert Hay. Lady Grace made her 1st flight in October 1928 as journalist for Hearst press organization. She was chosen to accompany with 5 other reporters including her mate Karl Wiegand on 1st transatlantic flight of Graf Zeppelin from Germany to America. As she was the only lady on flight Lady Grace got a great deal of attention in world’s press. Lady Grace and Wiegand in March 1929 were aboard for ships “Orient Flight” to Palestine. Hearst organization co-sponsored Graf Zeppelin’s “Round the world flight” and the reporter Lady Grace in 1929 was once again a passenger. Among sixty male passengers and crew she was the only woman which again included her companion Wiegand.

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Ticket for Graf Zeppelin round the world flight

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Lady Grace was also onboard the Hindenburg’s in May 1936 which was going from Germany to US along with aviation fan Clara Adams.

During flight Lady Grace wrote and posted a letter to her friend Clara looking forward to meet again as mates in adventure when next Zeppelin is completed. The letter is dated on 8th May 1936 the age of passenger finished just a year later with Hindenburg disaster of 6th May 1937.

In 1942 Lady Grace and her partner Wiegand were in Philippines when Japanese occupied islands. In Japanese camp both were interned. Although Lade Grace survived the war and after that she returned to New York but in early 1946 Lady Grace died of coronary thrombosis because of extremely harsh conditions from which he had suffered at hands of Japanese.

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Letter written by Lady Grace

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Clara Adams She is still remembered today and well known as pioneer of during 1920s, 1930s and 1940 and as a paying passenger. She is also known as “First Flighter” Clara was aboard the maiden flights of Hindenburg airships and Graf Zeppelin, “ clipper” flying boats and also many other airliners.

Clara was married to George who was the chief of American Leather Tanning Company and had a chain of tanneries in Pennsylvania. George was forty years older than his young wife and in 1929 he died leaving Clara Adams a wealthy widow and money to indulge her desire for . In March 1914 she made her 1st flight in Thomas which was piloted by Captain Johnson.

Clara bought 1st transatlantic air ticket which was ever sold to female customer and in October 1928 she was on the 1st flight of Graf Zeppelin airship which was going from North America to Europe.

When in May 1936 Hindenburg made its first flight from Germany to US Clara was again one of the travelers with her friend Lady Grace. In May 1937 the loss of Hindenburg airship did not disturb Clara’s interest for zeppelin travel. She later said that “after the destruction of Hindenburg I wrote a check of 100 dollars to hold as deposit for 1st ticket for new dirigible (LZ 130) and this I did to prove that I hadn’t lost confidence in dirigible travel.

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Terminology Airship: “An airship is steerable, which is inflated with gas lighter than air”.

During pioneer year in aeronautics term “airship” and “ship of air” mean any kind of dirigible or navigable flying machine. Fredrick Handley page in 1919 reported as referring “ships of air” as “Air yachts”. Large intercontinental flying boats in 1930s were also referred as “flying ships” or “ships of air”. But nowadays term “airships” is only for dirigible balloons with sub types classified as rigid, semi rigid and non-rigid. The most recent one is semi rigid architecture.

Aerostat: “An aerostat is lighter than aircraft which gains lift by using buoyant gas.” include powered airships and unpowered balloons. Airship is type of aerostat. Term aerostat is also used to show moored balloon or as opposed to free floating balloon. They are named as aerostat because they use aerostatic lift “a buoyant force which does not need movement through surrounding air mass.”

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Dirigible: “Dirigible” and “Airship” are synonyms. Dirigible is lighter than aircraft which is powered and steerable and float like balloon. Henri Giffard the inventor gave this name to the machine which made its first flight on 24th September 1852

Hindenburg(rigid airships) and Zeppelin NT (semi rigid airships) are examples of Dirigibles.

Hindenburg Blimp: Non rigid aerostat is called “blimp”. Its pressure is maintained by the gases in its envelope. It has no rigid internal structure. In British it refers to any non-rigid aerostat included barrage balloons and balloons and has stabilizing tail fins and streamlined shape.

Good Year Blimp

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Zeppelin: ZEPPLIN is a name of rigid airship manufactured by a company. “Zeppelin” is global trademark that refers to airships manufacturing company by German Zeppelin Company which made and operated first rigid airships in early years of 20th century. “Luftschiff Zeppelin” was established by

Count Ferdinand Von Zeppelin.

Hybrid Airship: It’s a powered aircraft which obtains some lift LTA (lighter-than-air) airship and a little from aerodynamic lift (heavier- than-air) aerodyne. Hybrid airship is further divided into two types “Dynastat” and “Rotastat”. “Dynastat” is a type of hybrid airship which has fixed wings and is projected for long range flights. “Rotastat” is a type of hybrid airship which has rotatory wings and is projected for heavy lift things. LMH1 Heavy Hybrid Airship

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Classification Airships are categorized according to method of their construction. Rigid Airships Rigid airships are one of the types of airships. It has rigid framework and covered by envelope or outer skin. Rigid airship interior has one or more gas bags, balloons for lift. Rigid airships are unpressurized and can be made in any size. German Zeppelin airships are the example of this type. Semi-Rigid Airships In semi-rigid airships the main envelope is maintained in shape by internal pressure of lifting gas. It has stiff keel supporting the envelope along its length. The keel is partially flexible and situated in the inner or outer side of the envelope. Non-Rigid Airships Non-rigid airships are usually called “Blimps”. Non- rigid airships totally depend on internal gas pressure to maintain their shape. It has small “ballonets” or internal bags containing air. Ballonets fill with air at sea level. To maintain hull shape the lifting gas increases as height is improved and air from internal bags expelled through valves. The process is retreated to return to sea level.

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Construction

An airship consists of 2 main parts.

1. Gas containing envelope

2. Gondola

Envelope Envelope is usually made with a combination of man –made materials. Polyester, Dacron, Myler and Tedler bonded with Hytrel. Plastic film which is weather resistant is laminated with rip stop polyester fabric. Envelope fabric also shields it against light. Mostly the envelope is smaller as compared to bladder to make sure that envelope take load when blimp is inflated. The bladder is prepared of leak resistant thin polyurethane plastic film. Ballonets are mostly made with the fabric which is lighter than envelope

In an airship envelope two ballonets are placed in front part and rear pat of hull has air and have one or more ballonets or gas bags within it. The exact determination of pressure in an airship is still in problem and it also fascinated genius scientist like Theodor Con Karman.

Fins on rear tighter with propulsion act as rear and allows the envelope to stabilize and fly straight. In some designs the fins are part of gas bag. Those types of fins gain their shape when inflated.

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Few airships are metal clad with non-rigid and rigid example made. Each of them uses gas tight thin metal covering rather than rubber coated fabric cover. Only 4 metal clad ships have been built and only two flew. First aluminum rigid airship “Schwarz” collapse in 1893 in its second flew and ZMC-2 the non –rigid built for US Navy used for flying from 1929 to 1941 and then it was scrapped because it was too small. In 1929 the 2nd non- rigid collapsed in its first flight.

Lifting Gas Earlier hydrogen was used as their lifting gas in airships which was lightest available. It was produced by reacting dilute sulphuric acid along with metal filings during filling process. In 1783 1st hydrogen balloon uses iron filings while in 1907 British Nulli Secundus used zinc.

Later USA started using helium because it’s non-flammable and has lifting power (buoyancy) 92.7% of hydrogen. In 1930s a series of disasters of airships and specially Hindenburg disaster when airship burst in flames hydrogen was disused.

For heated lifting gas mostly air is used in Thermal airships like to hot air balloons. In 1973 a British company Cameron Balloons was the first on which was flown.

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Gondola Gondola is fitted with twin propellers. Early gondolas had open structures and slung beneath envelope. Now they are closed and hung straight from internal framing. A non-rigid blimp can carry all passengers in gondola. Rigid airships have further cargo or passenger space inside envelope.

Propulsion and Control Airships which are small carry their engines in their gondola. If there were multiple engines which are large then they were put in detached nacelles called power or engine cars. The engine cars are mounted on the sides of envelope away from the middle line of gondola to allow systematic for maneuvering. This raised them and decreases risk hitting when landing.

While swiveling propellers and elevators gives fine control of altitude. Large changes in height are controlled by releasing ballast to gain altitude and to drop altitude by venting gas. Large airships usually carry numerous water tanks for aft and fore and allow them to fine-tune height as well as longitudinal trim.

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Modern Airships Military Airships United States Army was given in 2010 $517 million agreement to Hybrid Air Vehicles and partner Northrop Grumman to make “LEMV” system in method of 3 HAV 304’s. Due to over budget and also the project was behind schedule the project was cancelled in February 2012 and also United States withdrawal from Afghanistan where it was planned to be placed.

Due to this “Hybrid Air Vehicles HAV 304 Airlander 10” was repurchased by “Hybrid Air Vehicles” then reconstructed and improved in Bedford and retitled Airlander 10. Currently it is tested for UK flight test program.

A French company A-NSE operates and manufactures airships and aerostat. For French Army A-NSE has been analyzing its airships for 2 years. Aerostats and airships are operated to deliver surveillance and intelligence. It also provides reconnaissance support (ISR). Their airships contain advanced features like variable geometry envelopes, water ballast take-off/landing systems and thrust- vectoring systems.

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A-N400 (A-NSE Company)

Two main projects were financed by United States in high altitude arena. CCHAPP (Composite Hull High Altitude Powered Platform) is funded by United States Army Space Missile Defense Command. This aircraft was also called “Sentinel High Altitude Airship”. In September 2005 that prototype ship made 5 hours test flight. HAA (High altitude airship) was the 2nd project is supported by DARPA. For prototype development a contract of almost $150 million was awarded by DARPA to Lockheed Martin. HAA first flight was planned for 2008 but suffered from finance delays and programmatic. HAA project was also evolved into HALE-D (High Altitude Long Endurance Demonstrator). First kind of HALE- D was launched by Lockheed Martin and United States Army on 27th July 2011.

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The company decided to abort the mission after reaching an altitude of 32000ft due to an irregularity. In an area of Southwest the airship made a controlled descent.

Lockheed Martin on 31st January 2006 made first flight in secretly constructed Hybrid Airship labeled as P-791. The design is alike to SkyCat and vainly the British Company ATG (Advanced Technologies group promoted it for many years). Lockheed is developing a design for DARPA WALRUS HULA project and claimed that P-791 is dissimilar to WALRUS. The design signifies an approach that may be applied to WALRUS.

Some people believe that Martin used P-71 underground program as a way to get started another WALRUS competitor US Aeros Airships.

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Passenger Transport

The successor of Zeppelin Company “Zeppelin Luftschifftechnik GmbH “in 1990s continued in airship manufacturing. In 1997 1st experimental craft of “Zeppelin NT” flew. New Technology Zeppelins are smaller than blimps and also from their huge ancestors. They are not actually Zeppelin types in traditional sense. They are more advanced than semi-rigid. If we compare them with blimps their main advantages are outstanding maneuverability and higher speed. Numerous Zeppelin NT have been manufactured and operated profitability in research flights, joyrides and similar applications.

A

Zeppelin NT airship

Zeppelin NT was first time traded to a Japanese company in June 2004 to “Nippon Airship Corporation” for marketing and travel mostly around Tokyo. At

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Expo 2005 in Aichi it was also given a part. The flight was began from Friedrichshafen to Japan stopping at Paris, Geneva, Stockholm, Rotterdam, Berlin, and further European cities to transport passengers. Russian powers rejected over flight permission so airship had to be disassemble and shipped to Japan instead of following historic “Graf Zeppelin” flight from Germany to Japan.

Airship Ventures Inc. started operations in 2008. Until November 2012 it offers tours up to twelve passengers to San Francisco Bay Area.

Exploration

“De Beers” which is the diamond mining company in November 2005 started an airship survey program over Kalahari Desert. A Zeppelin equipped with a “gravity gradiometer” is used to discover diamond mines. It scans gravity for low density rock formations called “kimberlite pipes”. The airship was badly broken by a tornado in Botswana on 21st September 2007 and one crew member was slightly injured.

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Thermal Airships

A number of Companies constructed hot-air airships like Cameron Balloons in UK. It has structure of both small airships and hot air balloons. It has cigar form and it is inflated with hot air to give lifting force. It has small gondola carry passengers and pilot. It has burners to give hot air hung below envelope beneath an opening through which burner pop out and it also has a small engine.

As compared to modern helium based blimps hot airships are usually cost less to purchase and also it can be speedily shrunk after flight. This is the reason which makes them easy to carry in trucks or trailers. They mostly are slow in moving and have a speed of 25 to 30 km/h. They are used for publicity, in rainforests for wildlife observations because they are easily carried to remote areas.

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Thermal airship manufacture by GEFA-FLUG/GERMANY

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Unmanned Remotes

Unmanned aerial system (UAS) type called Remote Controlled (RC) airships is occasionally used for commercial uses for example as aerial video, publicity and for taking photographs. They are usually common for advertising tool at inside stadiums. On the other hand Remote controlled (RC) are flown outdoors. But using them for commercial purposes is banned in United States for commercial use of an unmanned airship it must be licensed under part “121”.

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Current Design Projects

Nowadays with fast, large and further cost efficient and fixed wing aircraft it is unidentified whether massive airships can operate profitably in passenger transportation however as energy costs rise thoughtfulness is once again returned to lighter than air vessels as possible substitute. Some positions for airships in World War II for example antisubmarine patrol, advertising, long time observations and platforms for TV cameras crews and have so normally been better fixed for non-passenger blimps.

Largest airship LZ129 Hindenburg at 245 m in length and 41 m diameter

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Heavy Lifting

Airships can be used for cargo transport especially for supplying very heavy loads to zones with poor infrastructure at great distances which also known as roadless trucking. Airships also used for heavy lifting for short distances for example construction sites. They are heavy haulers. Cargolifter project is one of the latest creativity of this type in which hybrid not exactly Zeppelin kind airship even bigger than Hindenburg was projected. Almost two thousand CargoLifter AG constructed the world’s biggest self-supporting hall which was 1180 ft. long, 210 m wide and 351 ft. high and about 60 km south of Berlin. The project was stopped for financial reasons in May 2002 and the company faced bankruptcy. The huge CargoLifter hanger was later changed to house “” but no rigid airships are at present used for heavy lifting hybrid airships are being established for such reasons. In 1971 AERON 26 was tested and it was described in John McPhee’s “The Deltoid Pumpkin Seed”. The development of airships as heavy haulers is still in research that how they can be used in cost effective way. To have a major profitable advantage over ocean transport cargo airships must deliver their payload earlier than ocean carriers but more inexpensively than . A fellow at “Logistics Management Institute” William Crowder calculated that airships are only cost-effective when they can carry five hundred to one thousand tons almost the same as super jumbo aircraft. The first large investment required to construct such a large airship has become interruption to production and especially given threat in new technology. Chief commercial officer of company decided to sale LMH-1 which is a cargo airship currently being established by Lockheed Martin believed that airships can be economical in the

104 The Airships areas which are hard to reach for example mining tasks in Northern Canada that presently need ice roads.

Metal-Clad Airships Instead of usual fabric a metal clad airship has very skinny metal wrapping. In 1920s as in ZMC-2 which hovered many times the shell may be monocoque or internally braced. The shell project may service internal gas bags like in rigid airship or it may be gas fitted like in non-rigid blimp. Metal cladding is predictable to be stronger as compared to fabric cover.

Hybrid Airships It chains features of lighter than air technology and heavier than air technology. Examples are airship hybrids or helicopter planned for heavy lift systems and dynamic lift airships planned for long time cruising. When entirely loaded with fuel and cargo airships are typically ballasted to be heavier than air and so it must use propulsion system to make aerodynamic lift essential to stay high. Though the term “hybrid airship” mentions to craft which obtain an important part of their lift from kinetic means or aerodynamic lift.

Take the example of Aeroscraft. It is a buoyancy assisted vehicle. It generates lift with combination of , and gas buoyancy. Aeroscraft is “Worldwide Aeros Corporation’s” continuance of “DARPA’s” no cancelled “Walrus HULA” project (Hybrid Ultra Large Aircraft).

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Advanced Hybrid Aircraft Ltd, Canada developed PatrollerP3 hybrid airship which is relatively small 2,400m3 buoyant craft which is manned by 5crew and have endurance of 72 hours. Flight tests with 40% scale model verified that such a craft can be propelled and landed without a large team of strong ground handlers. For aerodynamic lift control “winglet” a special design features. Airships in Space Exploration

Airships are projected as potentially cheap substitute to surface rocket use for reaching Earth orbit. “JP ” proposed the airship to Orbit project. It aims to float multi stage airship up to “mesospheric “height of 180000ft and then use ion propulsion to accelerate to orbital speed. Air resistance would not be an important problem for attaining such speeds at these altitudes.

NASA proposed “High Altitude Venus Operational Concept” which consisted of a series of 5 missions plus manned tasks to atmosphere of Venus in airships. Pressures on the surface of that planet are very high for human residency but at precise height the pressure is equal to that found on Earth and it makes Venus a potential target for human settlement.

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Rendering of NASA manned floating outpost on Venus

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Comparison with heavier than air aircraft

The benefit of airships over aircrafts is that static lift enough for flight is produced by lifting gas and also need no engine power. Before the middle of World War I this was a huge advantage and until World War II remained an advantage for long duration or long distance. Recent theories for high altitude airships include “photovoltaic cells” to decrease the need to land to refuel thus they can remain in air until consumables expire.

An airship has drawbacks also that it has very huge reference area and relatively large coefficient so a larger drag force compared to that of helicopters and aeroplanes. Given wetted surface and huge frontal area a practical limit is grasped around 130 to 160 km/h. So we can say that airships are used where speed is not serious issue.

An airship lift capability is equal buoyant force- weight of airship. This adopts standard pressure conditions and air temperature. Corrections are typically made for uncleanness of lifting gas and water vapor and also ratio of inflation of gas cells at it takeoff. On the base on particular lift (lifting force per unit volume of gas) the maximum static lift is delivered by hydrogen (11.15 N/m3) with helium (10.37 N/m3).A steam is distant third at 6.13 N/m3. Even other cheap gases for example carbon monoxide, methane, natural gas and ammonia have less lifting capacity and are corrosive, toxic, flammable or all of them. Neon is more expensive than helium but have less lifting capacity. For operational concerns lift

109 The Airships gas can be carefully vented and made in flight for control of buoyancy like with hydrogen or even made as a consequence of propulsion such as with steam touch the useful choice of lift gas in airship designs.

Airship can also gain a certain quantity of dynamic lift from its engines. In earlier airships dynamic lift has about 10% of static lift. Dynamic lift permits to take of heavy from like rotary wing aircraft and fixed wing aircraft. But this needs extra weight in fuel and , engines and cancels few of static lift capacity.

An airship altitude at which it can fly mostly depends on that how much lifting gas it lose before stasis is got due to enlargement. In1917 ultimate altitude record for rigid airship was set by L-55 in the command of Hans Kurt Flemming when he forced the airship to twenty four thousand feet trying to cross France after Silent Raid in London. The L-55 missed lift and crashed in Germany during the descent to lower altitudes. Whereas such wastage of gas was important in later year of World War I for survival of airships. It was impracticable for operations of helium packed military airships or for commercial operations. Graf Zeppelin hydrogen packed passenger airship made highest flight on 5,500 ft. around the world.

Recent airships practice dynamic volume of helium. Helium takes only small part of hull at sea level height while remaining is filled air. When airship rises helium pumped up with less outer pressure, air is pushed out and release out from downward valve. This allows it to reach any altitude with balanced outer pressure and inner pressure if buoyancy is enough. Few civil aerostats can reach 1000000 ft. without explosion due to overload inner pressure.

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The major disadvantage of airship is its size which is important to increase its performance. As size rise the difficulties of ground handling increase geometrically. When Germany Navy changed from “P class” of 1915 with volume of over thirty one thousand cubic meter to larger “Q class” of 1916, the “R class” of 1917 and the last “W class” of 1918 almost sixty two thousand cubic meter ground handling problems reduced the number of days that Zeppelins were able to make patrol flights. In 1915 this availability dropped from 34% and reached to 24.3% in 1916 and in 1918 finally 17.5%.

As long as the power to weight ratios of aircraft engines keep on low, specific fuel consumption high then airship had an edge for long range interval operations. As figures changed balance shifted quickly in aircraft’s favour. The airship could no longer survive in combat situation where threat was aeroplanes by mid-1917. The airship barely had benefit over aircraft on intercontinental overwater flights by late 1930s and that benefit disappeared by end of World War

II.

Currently “High altitude airship” project is scheduled to survey 100 of kilometers as their normal operation radius much farther than normal assigned range of military aircraft. For example radar fitted on vessel platform 100 ft. high has radio horizon at 12 mile range on the other hand radar at 59000 ft. altitude has radio horizon at 300 miles range. This is especially important for identifying fighter bombers or low flying cruise missiles.

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Safety

Helium which is usually used as lifting gas is inert so it has no risk of fire. Recent airships have usual buoyancy and also a special design that offers almost 0 catastrophic failure modes. United Kingdom “Defense Evaluation and research agency” DERA had done a sequence of tests on “Skyship 600”. Meanwhile the internal gas pressure was kept at 1to 2% above surrounding air pressure the vehicle verified highly tolerant to physical damage or missiles or attack by small arms fire. Many 100 high velocity bullets were fired through hull and even 2 hours later the vehicle would have been turn to base. Through envelope ordnance passed without affecting critical loss of helium. In all examples of light armament fire evaluated under both live and test conditions. Then it was able to complete its operation and return to base.

______

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The Passenger Experience

The Hindenburg’s Interior: Passenger Decks Interior spaces in Hindenburg were divided into three main parts:

First is passenger decks Second is control car Third is crew areas

Hindenburg passenger accommodation is present in the hull of airship whereas Graf Zeppelin passenger space was present in ship’s gondola.

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Passenger Decks

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Hindenburg passenger accommodation

Over 2 decks passenger space was extent called “A deck” and “B deck”.

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“A” Deck

“A Deck” consisted dining room, writing room, lounge, 25 double berths inside cabins, port and starboard promenades.

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Dining Room The Dining room of Hindenburg was measured almost 47 ft. in length, 13 ft. in width and it was ornamented with paintings on silk wall covering which was made by Professor Otto Arpke had showing scenes from Graf Zeppelin’s flight to South America.

The chairs and tables were designed by Professor Fritz August using lightweight aluminum and had a red covering.

Dining room of Hindenburg airship

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Dining room of Hindenburg airship with port promenade

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Lounge

On starboard side of “A Deck” were writing room and passenger lounge. The lounge was almost 34 ft.in length and it was decorated with mural by Professor Arpke. It depicts the routes and ships of explorers Captain Cook, Ferdinand Magellan, Vasco De Gama, Christopher Columbus, USS Los Angeles (the transatlantic crossing of LZ- 126, South American journeys of LZ 127 by Graf Zeppelin, the round the world flight, and North Atlantic tracks of great German ocean liners Europa and . Professor Breuhaus designed the furniture with lightweight aluminum and chairs were covered in brown. Passenger Lounge

Writing Room It has small writing room next to the lounge.

Writing room

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Passenger Cabins on Hindenburg Hindenburg had 25 double berth cabins in the middle of “A Deck” which accommodates 50 passengers. In 1936 season 9 more cabins to accommodate 50 passengers. The cabin measured almost 78’’x66’ and doors and walls were made of lightweight foam covered with fabric. Cabins were decorated in 1 of 3 color schemes grey, light blue or beige. Every cabin had a button to call stewardess or steward. It has wash basin also which was made of lightweight with plastic and had taps also for cold and hot water. Passenger Cabins

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Promenades On the side of “A Deck” were promenades which featured with seating areas and also has large windows which can be opened during flight.

Starboard Promenade LZ 129 Hindenburg

“B” Deck on Hindenburg

B deck was located below A Deck which had a kitchen, shower facilities, officer’s and crew mess and a cabin which was occupied by Chief Steward Henrich Kubis.

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Passenger decks before 1936 to 1937

From 1935 to 1937 during winter season additional passenger cabins were also added. The new cabins had windows which offer outside view and also they were a little bigger than the cabins in A Deck. The extra weight of new cabins needs to drive the ship with hydrogen which has larger lifting power than helium for which Hindenburg had been made.

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“B Deck” showing 1937 cabins

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The smoking room In Hindenburg there was also smoking room. It was kept higher than ambient pressure so no leaked hydrogen can enter the room. One electric lighter was also given. The room was painted in blue, and it has dark blue grey leather furniture. The walls were ornamented with pigskin. Illustrations were made by Otto Arpke which depicts the history of lighter than air flight from Montgolfier’s balloon to Graf Zeppelin. One side of the room had window from which passengers can take outside view.

Smoking room LZ 129 Hindenburg

The Bar In Hindenburg the bar was small ante room between air lock door and smoking room. That was the place where Hindenburg bartender named Max served LZ 129 Frosted Cocktails and Maybach 12 cocktails. Max monitored the air lock to make sure that no one left smoking room with cigars, burning cigarettes and pipes.

Cocktails aboard Hindenburg

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Graf Zeppelin’s Interior: The Gondola

The passenger areas and control room on Graf Zeppelin both of them were located within airship gondola.

Gondola of Graf Zeppelin LZ 127

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The control room

The control room consisted of elevator and rudder control wheels, water and gas controls, engine telegraphs and navigation and .

The control room of Graf Zeppelin

The kitchen

From radio room there was a small kitchen which consisted ovens and electric burners, a refrigerator unit and an electric water heater. No open flames were permitted on hydrogen filled airship.

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The Passenger Lounge and Dining room

The kitchen was almost 16’square. The surroundings were luxurious but they were unheated. During winter months passenger spent their most of the time by wrapping themselves in heavy winter coats when it flew over North Atlantic.

The Passenger Cabins

10 small cabins was provided for the accommodation of 20 passengers, containing lower and upper berths like those of rail road sleeping car, and they can be arranged for nighttime and daytime use. The cabins were unheated. They were located on narrow corridor and at the end there were separate washrooms for women and men.

Graf Zeppelin passenger cabin

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Airship Travel Brochure “Airship Voyages Made Easy”

This leaflet was published by “Deutsche Zeppelin Reederei” to familiarize with airship passengers that what they can expect during their trip on “Graf Zeppelin” or “Hindenburg”. Across the Ocean by Airship

The new Zeppelin Airship is arousing in us a new idea of those great Trans ocean distance which we still relate with long sea journeys.

Modern aircraft can overcome the distances between capitals of the States in just few hours and so Zeppelin Airship can decrease the time from weeks to days.

To all passengers comfort, the safety, freedom from sickness and these features are the main reason for increasing the fame of travel through airship. The one unhappiness which passenger expresses is that journey is over so soon. The purpose of the little booklet is that it provides hints and information which enables to give you maximum enjoyment from a journey by airship.

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Where Airship Information Can Be Obtained There will be no difficulty in getting information related to sailing dates, times of arrival and departure, fares and all other details. All of the first class travel agencies will give you this information together with booklets and descriptive handbills which was issued by Duetsche Zeppelin Reederei. All travel agents can book the voyage for you. The most important thing is to sheltered cabin in advance. The cabin number will be allotted to you on departure day. A berth can be reserved by giving the payment in advance of partial of the fare. The agent will give you the receipt along with Zeppelin Reederei’s rules and regulations. After that an official questionnaire will handed to them by travel agent and all passengers are essential to fill in carefully.

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Preparations for Travel Passengers have to apply for their passports in advance of the date of departure. In those countries where visas are needed that should be obtained from consular authorities or otherwise passenger find difficulty in landing. Every state has its own regulations related to entry of foreigners and passengers will be advised to make them familiar with these. If they follow this advice passengers will have no trouble.

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Famous Flights Graf Zeppelin’s Arctic flight 1931 Graf Zeppelin 1931 flight was scientific mission and dramatic display of airship’s working ability under risky conditions. In 1931 the carried a team of scientists from US, Germany, Sweden and Soviet Union on exploration of Arctic, measuring variations in earth’s magnetic field, making weather-related observations and making photographic survey of unmapped regions by using panoramic camera which automatically took many photographs in a minute.

The payload, size and stability of zeppelin allowed heavy scientific instruments to be carried and within an accuracy which would not have been possible with aircrafts of today.

Between 24th July to 31st July 1931 flight covered 1330 km in 136:26 flying and with the obtained information changed the map of Arctic region.

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LZ 127 from Soviet icebreaker Malygin at Franz Josef Land

Polar explorers was attracted towards airships from early days of lighter than air flight and in 1907 American airship pioneer Walter Wellman flew dirigible inside Arctic circle. In 1909 and in 1910 Walter Wellman made 2 more attempts to travel Arctic by airship.

Polar explorers showed interest in using zeppelin to fly over Arctic even before Graf Zeppelin was built. Hugo Eckener discussed the possibility of Arctic exploration during “Zeppelin Eckener Spende” lectures which he gave around Germany to raise cash for manufacture of LZ 127. The prospect of polar exploration was one of the aspects in decision of German government to support manufacturing of LZ 127.

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Scientific Goals and Equipment

Graf Zeppelin’s Arctic expedition had 3 principal scientific goals.

Mapping and geographic survey of poor charted Arctic areas. Atmospheric observations of upper air of Arctic. Measurement of Earth’s magnetic field in the region of Arctic.

Mapping

Mapping was done by mean of 2 cameras which include nine lens panoramic camera made and operated by Professor Aschenbrenner of Munich. That camera automatically took 9 photographs in a very few seconds and it also recorded the time and altitude of each panorama.

Meteorology

These observations were done by Professors Ludwig Weickmann and Pavel Molchanov. It included high altitude observations taken with Molchanov balloons

137 The Airships also called radiosondes which released in 3 locations over Severnaya Zemlya, near Vaigach Island and east of Franz Josef Land.

Radiosonde being launched from LZ 127

Magnetic Field Measurements

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These were taken after every 4 hours with double compass under the direction of Dr. Gustaf of Swedish Hydrographic Office and assisted by Edward H. Smith of US Coast Guard and Lincoln Ellsworth.

Hindenburg “Millionaires Flight” On 9th October 1936 millionaire’s flight of Hindenburg was 10 hr. cruise over England for 72 wealthy passengers. The guests were called to make support for German American zeppelin service. Passengers on that flight combined net worth of more than 1 billion dollars that’s why flight got its nickname.

Passengers on that flight were bests in fields of industry, finance, government and aviation. The guests include powerful financiers like Nelson Rockefeller, Winthrop W. Aldrich, United States government and government officials, naval officers and leaders of aviation business including Jack Frye, Eddie Rickenbacker of Eastern Airlines and Juan Trippe of Pan American Airways.

Juan Trippe the director of Pacific Zeppelin Transport Company which was founded in 1929 to operate 36 hr. never realized zeppelin service between Hawaii and California. Juan was invited on millionaire’s flight to develop interest in investing in zeppelin project but invested in “Pan Am’s clipper flying boats”. He accepted the request to check the competition.

The flight was organized by Deutsche Zeppelin Reederei and Standard Oil of New Jersey. They supplied hydrogen and diesel fuel to Hindenburg. Amercian representative F.W Willy von Meister, Hugo Eckener and Ernst Lehman hosted

139 The Airships passengers during flight. John B Kennedy NBC radio reporter did live airborne broadcasts from airship.

140 Each passenger was given a souvenir ashtray with a glass model of airship filled with Esso diesel fuel The Airships

Hindenburg’s Maiden Voyage Passenger List Hindenburg 1st flight to US was occupied with frequent zeppelin travelers, journalists and members of Nazi elite. The following is a passenger list of some travelers which was submitted to US Immigration Service on Hindenburg’s appearance at New Jersey.

Clara Adams

Age: 51 years

Nationality: US

Home: Stroudsburg, Pennsylvania

She was an aviation enthusiast and made a reputation as 1st flighter who travelled as passenger on many important 1st flights by airships, airlines and flying boats. She was the American offspring of German parents and was related to Field Marshal . Through her connection in Germany she got familiarized with Hugo Eckener and then invited on Lz-126 to fly on a test flight. Clara Adams bought a ticket for 1st flight of Graf Zeppelin in 1928 which was going from North America to Europe. It was for the 1st time that 1st transatlantic air ticket was sold to female passenger.

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Ralph Barnes

Age: 36 years

Nationality: US

Home: Salem, Oregon

At the time of Hindenburg’s flight he was Berlin bureau chief for NY Herald Tribune. He was the last minute addition to flight.

William Gerhard Beckers

Nationality: US

Age: 62 years

Home: Beckersville, New York

William was a chemist who was in the board of Directors of “Goodyear zeppelin Corporation” In 1912 William founded “Beckers Aniline and chemical works” in Brooklyn. His firm was later combined in National Aniline and Chemical Company of which William was also director.

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Joseph Berchtold

Occupation: Journalist

Age: 39 years

Nationality: German

Home: Munich, Germany

When Joseph flew on maiden voyage to America he was editor, writer and chief of service for Nazi Party Newspaper. Rudolf Bluthner Haessler

Occupation: Director

Age: 32 years

Nationality: German

Home: Leipzig in Germany

He was the head of “Julius Bluthner Piano Company”. Rudolf created lightweight duralumin piano which was carried during 1936 season on Hindenburg.

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Kurt Von Boeckmann

Nationality: German

Age: 50 years

Home: Berlin, Germany

Kurt was the Director of Bavarian radio and also the director of German transmissions.

Martha Elizabeth Brooke

Nationality: British

Age: 64 years

Home: London, England

She made round trip on Hindenburg and on 11th May returning with to Germany. A reporter’s diary Lochner’s of flight shows that Miss Brooke was working for London Tattler as a journalist.

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Carl Bruer

Occupation: Manufacturer

Age: 66 year

Nationality: German

Home: Gosler, Germany

He was the manufacturer of fountain pens and also possessed Greif Werke pen factory in Germany. He was also a frequent traveler and wrote many books telling his zeppelin journeys. One of his books was printed in English with the name “With Zeppelin to South America A Diary of round trip 1931”.

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Max Schmeling on Hindenburg Max Schmeling a German boxer who on 23rd June 1936 returned to Germany in triumph the voyage of Hindenburg after his victory over Joe Louis the American boxer.

Max knocked out Joe known as ”Brown ” on 19th June 1936 in 12th round on famous fight at New York’s Yankee stadium. Then he returned to triumphant welcome in Germany which included a meeting with Hitler.

Max was then treated as hero by Nazi propaganda infact Max wife who was an actress Anny Ondra listened to the fight on radio in Minister Josseph’s living room. When Max beat Louis Nazi officials made decision that Max should return

146 The Airships to Germany on Hindenburg airship rather than ship. Hindenburg was observed as a mark of German technological achievement and Max flight on Hindenburg not only creates more arrival in Germany but also promote German superiority in every field from technology to athletics.

The fight between Joe Louis and Max Schmeling in 1936 and even the rematch in 1938 in which Joe defeated Max was widely viewed in both America and Germany.

Max once again made flight on Hindenburg returning to NY in August 1936 with many colleague passengers who were returning from Berlin Olympics containing Philadelphia attorney Clarence Hall, Douglas Fairbanks.

Max needed to be in NY in May 1937 for fight with James J. Braddock the American boxer and planned to travel one more time on Hindenburg in 1937 season on 1st transatlantic flight which was scheduled to arrive on 6th May 1937. But Max manager forced that Max should travel to NY to appear at the meeting of boxing commission on 4th May so Max canceled his ticket for Hindenburg airship and crossed Atlantic through ship missing the disaster of Hindenburg at Lakehurst, New Jersey.

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The Hindenburg Disaster

On 6th May 1937 the disaster of Hindenburg at Lakehurst New Jersey had gotten an end to age of airship.

Thirty five persons were killed and also one member of ground crew but fortunately sixty two of ninety seven passengers and crew survived.

Word in speed and Luxury

It was the last passenger aircraft of world’s 1st airline. The topmost steward was the 1st flight attendant in history and at those days it was the fastest way to cross Atlantic.

Hindenburg can take tour from Europe to South and also North America in half of the time as compared to fastest . Passengers traveled in luxurious interiors, enjoyed meals in an well-designed dining room, slept in relaxed cabins and even they can have cigarette in airship’s smoking room.

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The cause of Hindenburg Disaster

The disaster was caused by electrostatic discharge that ignited hydrogen. The cause of hydrogen leaking is like a mystery. No evidence of sabotage was found. The only truth is that Hindenburg was destroyed in thirty two seconds because it was inflated with hydrogen.

Last flight of Hindenburg

On 3rd May 1937 Hindenburg began its last flight carrying thirty six passengers and sixty one officers, trainees and crew members. It was 63rd flight of the airship. At 7:16 pm the airship left Frankfurt airfield, flew over Cologne. It then crossed and after 2:00 am heading out over Atlantic the day afterward. Due to headwind it was delayed which was scheduled on 6th May for 6:00 am across Atlantic and Lakehurst arrival.

1936 Hindenburg at Frankfurt airfield

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On 6th May by afternoon the airship reached Boston. By 3:00 pm it was in . The airship flew to South from NY and around 4:15 pm it reached at Naval Air station New Jersey. But poor weather conditions at field ship’s commander Capt. Max and the Lakehurst commanding officer Charles sent message recommending delay in landing until weather conditions improved.

Capt. Max departed at Lakehurst and took airship at coast of New Jersey waiting for the storm to stop. The weather conditions improved by 6:00 pm and at 6:12 Rosendahl sent Capt. Max a message related to pressure, temperature, winds and visibility which Rosendahl considered suitable for landing. Rosendahl radioed Max “recommend landing now” at 6:22. Rosendahl sent a message to airship at 7:08 strongly mentioning “earliest possible landing”.

6th May 1937 Hindenburg flying over

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Landing Approach

Hindenburg approached shortly after 7:00 pm at Lakehurst from southwest at altitude of approx. 600 ft. Because the wind from east Capt. Max initiated wide left turn to make downward oval pattern around west and north of field to schedule for landing to east.

Landing approach of Hindenburg

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The Fire

After few minutes of landing at 7:25 pm the first flame appeared. Most observers saw 1st flames at the top of hull or in area of gas cells four and five. Many observers inside airship also saw fire. Helmsman Lau who was at that time stationed at auxiliary control stand saw flame at cell four described that reflection was inside the cell and he saw it through the cell. The flame was yellow and red and has smoke in it. The cell disappeared by heat. The forward and back cell also caught by fire and the whole lasted only a part of second.

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Survival and Death

The fire extent very quickly and in less than a minute burned the airship. At the stage of fire crew members and passengers who were on A Deck near the promenade windows survive. But the passengers who were at the bottom inside the airship or at the center of decks died in fire.

When fire broke out John Pannes one of the passenger was in dining room encourages to jump by airship’s photographer Karl Clemens who survived by escaping through one of windows. John instead to left dining room went to find his wife but both of them died in fire.

Mr. and Mrs. Hermann and their 3 children were also in dining room and observing the landing but before the fire broke out Mr. Hermann left. Mrs. Hermann and her 2 sons jumped to safety but her daughter left dining room in search of father and both of them died in crash.

According to the speed by which airship burned the survival of crew was a matter of good fortune. The people who were deeper inside the airship like electricians in power room, Max in smoking bar were almost trapped in wreck. The diagram on next page is showing that at the time of fire those who were near to the means of leaving survived.

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Location of crew and officers at time of fire

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Myths about Hindenburg Crash

Many advocates claim that for Hindenburg disaster hydrogen was not blamable. But the fact is Hindenburg airship was destroyed by fire due its high flammable lifting gas.

Some common myths about disaster of Hindenburg made by hydrogen fuel advocates include:

Rocket fuel was used to paint Hindenburg. paint was used to paint Hindenburg. Its outer covering was highly flammable. Hydrogen burns without color. So it could not be hydrogen burning. People on airship were not hurt by hydrogen.

Hydrogen Blog

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Hindenburg Myth 1:

Hindenburg covering fabric was doped with solution which includes aluminum powder, iron oxide in some sections which sometimes are used as components in solid rocket fuel.

Aluminum powder gave airship silver coloring but its main purpose was to decrease the heating effect of sun and the rocket fuel contain aluminum powder but it does not mean that everything which is having aluminum powder is rocket fuel. Aluminum powder has many other uses like the manufacturing of metallic paints for cars, furniture, boats and other items.

The main ingredient is not aluminum powder but it’s an oxidizer in rocket fuel and without the insufficient quantity of an oxidizer you cannot have rocket fuel. The only thing in Hindenburg doping compound which can act as an oxidizer was iron oxide which was added to only one section of covering but it was too little amount and also it was detached from aluminum powder to prevent it to become an effective oxidizer.

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Interior of hull of Hindenburg showing that iron oxide is applied to inside surface of upper half of hull and not on lower half

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Hindenburg Myth 2:

Due to variation on rocket fuel many people thought that Hindenburg was painted with thermite. But unfortunately the truth is more technical. It is true that by mixing iron oxide and aluminum thermite reaction can be made and it requires 3 parts of iron oxide and 1 part of aluminum. The dope which was used on Hindenburg airship silver cored gull consisted 1 part of iron oxide and 5 parts of aluminum. In other words we can say that the dope consisted less than one by 10 the amount of iron oxide which was needed to make thermite reaction.

Moreover thermite reaction needed the components to be blended well and if they separate the mixture becomes useless. Iron oxide and aluminum powder were applied separately on Hindenburg in different layers and also they were not mixed together because they required creating thermite.

The real fact is because thermite needs three parts of heavy iron oxide for every one part of aluminum powder the inventors of lighter than air vehicle never paint the airship with thermite not having the reason because it can burn but the reason it that it could be too heavy. If iron oxide and aluminum powder on upper hull really made thermite reaction the upper part of hull should have burned much faster than lower hull.

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The only lines of separation seen picture of fire are in between gas cells because it was hydrogen not the covering which was burning.

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Hydrogen Myth 3:

It was the generalized version of thermite and rocket fuel myths. Some hydrogen advocates argued that Hindenburg airship covering was highly flammable that it was the covering of airship not the hydrogen which was the main factor of airship’s rapid destruction.

But many sections of airship covering burned when exposed to directly heat of burning hydrogen and many huge areas of airship covering never burned which indicates that layer was not highly flammable.

Hindenburg’s covering was prepared with cotton canvas and doped with solution of cellulose acetate butyrate in which aluminum powder had been added. Canvas doped is burnable but nonflammable. So in other words it will burn if it is held in flame but it is likely to self-extinguish when it is removed from heat.

The inventors of airship avoided cellulose nitrate because it was known to be flammable so they select cellulose acetate. Many scientific experiments were made on doped canvas which shows that the covering of Hindenburg burned very slowly. One of the facts is that in the absence of hydrogen the covering takes round about forty hours to burn completely.

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Hydrogen flames shoot from bow while the surrounding cover is not yet ignited.

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Hindenburg Myth 4:

According to this myth hydrogen burn with most invisible flame and the Hindenburg airship flames were orange or red so it could not be hydrogen which was burning. Many people try to describe their argument by displaying color picture of airship on fire with orange flame:

Picture from website of Nation Hydrogen Association

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Because no color photographs were taken of disaster and anyone can easily add color to flames, purple, pink or green:

Same picture colorized green

But original black and white picture show flames that are noticeably visible and it is also true that hydrogen burns with invisible flame. Here’s a simple explanation that hydrogen burns invisibly but only when hydrogen is burning.

When Hindenburg consumed by fame it was also the aluminum alloy framework, canvas covering, steel bracing cables, tanks of diesel fuel, gelatin cotton gas cells and even chairs and tables. And no one ever claimed aluminum, canvas, diesel fuel or steel burns with an invisible flame.

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Hindenburg Myth 5:

This myth was the most absurd one about disaster. Whatever was the cause of first ignition of airship the Hindenburg was destroyed in less than a minute and as smoldering wreckage it came crashing to ground because the whole space of airship eight hundred foot hull had filling of highly flammable hydrogen. Many of hydrogen fuel advocates claim that millions of cubic ft. of hydrogen in airship’ gas cells in some way had no effect on airship’s crew and passengers when it burned.

American Hydrogen Association newsletter up-to-date its readers that no deaths were due to Hydrogen fire that was ignited by burning the covering of Hindenburg (Hydrogen Today volume 10, No.2, 1999, p.8).

The newsletter of American Hydrogen Association states that sixty two surviving persons that rode in Hindenburg had only minor injuries (Hydrogen Today volume 10, N0.2, 1999, p.9).One more website also claims that those who remain aboard the airship during its descent to ground escaped with slight injuries. The Truth

If we refer to diagram which shows the locations of crew members and passengers who were present near exit point generally lived but those who were trapped to ground died in fire.

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Location of nine crew members killed in bow

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“Flammable Paint” Theory

The internet is full of claims that airship’s flammable covering was the main reason due to which airship was destroyed by fire in immediately. In fact Hindenburg airship was the last in long line of hydrogen airship which was damaged by fire because of its highly flammable lifting gas. The scientific studies indicate that airship covering was not flammable at all. The main evidence is found in pictures and films of disaster. Hydrogen flames surrounds the casing the casing itself did not burn.

The fabric did not ignite immediately but the flames came behind the covering. When it crashed to ground the flames came out from its nose just like a blow torch. The picture on next page shows that outer covering was opened by crew members which are trying to escape from burning ship. The fire blaze in hydrogen gas cells before the external covering started burning.

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Crew members torn the airship for escaping

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Chapter 16

The Airships

“The Hindenburg” (1975): Film

In 1975 a film Hindenburg was directed by Robust Wise related to German Zeppelin Hindenburg and the disaster of Hindenburg of 6th May, 1937.

The basic scene of the movie was that German zeppelin was sabotaged by anti- Nazi crew member. It was fully fictional but film’s sets are accurate.

The parts contained 1970s disaster, 1970s airport, 1972 Poseidon adventure, 1974 Towering Inferno and 1974 Earthquake. The film follows “Grand Hotel” formula in which it include large cast of characters through which film transfers toward dramatic end. Characters

The main characters in film are Colonel Franz Ritter a security officer, Ursula von Reugen an old friend of Ritter, Karl Boerth a saboteur of airship, Capt. Max Pruss the ship’s commander, Capt. Ernst Lehmann a senior observer, Dr. Hugo Eckener the renowned airship commander, Capt. Fellows the commanding officer.

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Production Notes

Director Robert Wise was known for background research started to collect documents and footage of film on Hindenburg for more than a year in London at International Archives and also the National Air and Space Museum Library. In 1974 casting took place in US, pre-production camerawork was done in Munich, New York, Milwaukee and Washington, DC. Naval Air Station, New Jersey was a major location and for added location South California was chosen.

Studio and special effects work was done at Sound Stage 12 in “Universal Studios Complex”. By using photographs, a recreated gondola, passenger area, and great structure of airship was made to create set for actors. A group of eighty technicians and artists worked double shifts for 4 months and assembled a giant set consisting 8 tons of aluminum, 11,000 yards of muslin, 24,000 ft. of sash cord and 2,000000 rivets.

The matt paintings were used to bring Zeppelin to life. To take photos for the use of matte paintings a detailed twenty five foot long model of airship was flown through an elegant setup where snapped through a mobile platform consisted of camera in Universal Studios tallest and largest sound stage 12. For water ballast scene of airship matte paintings was used sugar was released through hole in windows as water. The model of Hindenburg is on display in Washington, DC at National Air and Space Museum.

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The model of Hindenburg used in film

A real life tragedy happened during the making of film. Zeppelin nose was built for film on stage 12 Universal studios and it was set to be ruined by fire for film last destruction sequence. But fire goes out of control and damaged many cameras and also destroyed the sound stage. A small footage appears in final cut of film but full sequence which was planned was not included.

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Hindenburg VS Titanic: Survival Rates The Hindenburg disaster is usually compared with the sinking of Titanic and there is also a misconception that Hindenburg disaster was more deadly. But the opposite is true.

Only thirty two percent survived of those on Titanic’s maiden voyage. In groups of people for example 3rd class passengers and crew the survival rate was lower. Only ten percent of second class men (fifteen of one hundred and fifty seven) and fourteen percent of 3rd class men (sixty nine of four hundred and seventy six) survived the sinking.

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Survival rate on Hindenburg

On Board Survived Died % survived Passengers 36 23 13 64% Crew 61 39 22 64% Total 97 62 35 64%

Survival rate on Titanic

On Board Survived Died % survived 1st Class 329 199 130 60% 2nd Class 285 119 166 42% 3rd Class 710 174 536 25% Passengers 1324 492 832 37% Crew 899 214 685 24% Total 2223 706 1517 32%

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Chapter 17

The Airships

Karachi’s Airship Hanger

To house to “R101” and “” type airships the hanger was part of 3 structure complex. The other 2 structures comprised a high mooring mast to dock and in base of mast was hydrogen plant to refill the airship.

The base of mast consisted buildings tracked along the baseline in an octagonal form. Hydrogen plant had sufficient gasometers to entirely fill “R101” airship with 5.5 m3 ft. of gas.

The famous landmark of Pakistan which was called Kala Chapra (the black hanger)

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Airship mooring mast At Karachi along with octagonal base building which also housed plant for airships

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In 1927 production on this hanger complex started and completed in 1929. The size of the hanger was 859 ft. L X 200 ft. W X 170 ft. H. Karachi airport area was nothing but only abandoned desert in 1920s. For many years that hanger appeared as such visual magnanimity that it was used as visual marker for aircrafts attempting VFR landing in Karachi. Because its structure was enormous to the surroundings and local residents of Karachi started calling that hanger “Kala Chapra (black hanger)”. Word “Chapra” mean shed. The residents of that city who are currently living there still recall it by “Kala Chapra”. In 1928 the budget of building that hanger complex came out 93000 British pounds.

This hanger was a part of a scheme in 1924 airship communication of British Government to connect far areas of British Empire including airship service. Large aircrafts were not available and those which were present were uncomfortable, noisy and were not fit for long distance travel. Then airships were the best mode of transport. Airships offered comfortable and quiet trip for passengers and also it could lift heavy cargo. Thus “Imperial Airship Communications” scheme was developed to provide passenger service and mail from Canada to Cardington, England to Egypt, Africa to Karachi and then . Later on another leg was proposed to connect India and Australia.

R101 airship had its home base in Cardington, England. Mooring mast at Karachi has closely the same size and style as that the one present in Cardington excluding for octagonal building at base of Karachi mast.

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In 1927 777 ft. long airship was established for this service. Its height was140 ft. and its width was 131 ft.

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The Karachi hanger length was kept 859 ft. so that future R102 model of airship could fit in it which has a length of 822 ft. But unfortunately the hanger never got a chance to host R101 or R102.

R101 flew from England for Karachi on 4th October 1930 but it was crashed on its maiden flight in France. That crash put a full stop to “Imperial Airship Communication” scheme of British Government and R101 type airships. Even after the airship program got negated the hanger and mast complex survived for more than thirty years.

The Pakistan Government in 1952 decided to sell the structure for scrap. Till 1960 the structure was lasted then it was finally brought down and steel was sold and used on Railway structures and also for bridges across Pakistan. Thus the lifecycle of exclusive piece of civil engineering in Pakistan came to an end.

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Conclusion

Whenever we thought for our future of travel speed always come in mind. The thing which made airships so important in 1920’s and 1930’s was speed. Hindenburg and Graf Zeppelin cut travel time between South Africa and Europe from several weeks to several days.

Aircrafts provide efficient, fast and reasonable priced transportation. On the other hand airships provide magical experience by viewing passing landscape from six hundred feet in air at leisurely eighty miles per hour. Airships are best for tourism and today in Germany this small technology zeppelin is used for this purpose.

A large airship can be a brilliant vehicle for leisure cruises but the fares can be very high. One main drawback can be a weight of water because no one can spend four to five days without taking shower.

Passenger airships nowadays can no longer compete with airships for speed. But airships are the best for sightseeing, slowly floating over countryside and passengers look out from large windows in a relaxed cabin.

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