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L'akronet Le Macon

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L'akronet Le Macon AÉRONEF 1925 1935 L’AKRON ET LE MACON Gigantesques, patauds, lents, conçus par un Allemand mais fabriqués par les Américains de la firme Goodyear, volant dans les cieux mais relevant de la Marine, véritables « vaisseaux aériens » comprenant jusqu’au hangar d’avions, l’Akron et le Macon sont incontestablement à classer parmi les aéronefs les plus insolites de l’histoire de l’aéronautique des années 1920‑30… Par Yann Mahé 1 LES LÉVIATHANS DES CIEUX L'AKRON ET LE MACON l’initiative des Allemands, puis des u Le contre‑amiral Britanniques et des Italiens, les dirigeables William A. Moffett, le ont connu leur baptême du feu durant la très influent chef du Bureau of Aeronautics, Première Guerre mondiale, en exécutant en grand uniforme ! des missions de reconnaissance ou Toutes photos US Nara desÀ attaques à la bombe sur les arrières ennemis. Les Américains, durant l’entre-deux-guerres, allaient [1] ou BuAer, département totalement revisiter le concept, pour en faire des administratif de l’aéronavale porte-avions aériens, dont le parc embarqué serait américaine créé le 10 août entièrement dévolu aux missions de reconnaissance 1921 et chargé par le secrétariat à la Marine de au profit de la flotte. gérer tout ce qui touche à l’aviation de l’US Navy et des Marines, qu’il s’agisse de l’élaboration, de la construction, de l’équipement LES « PLUS LÉGERS QUE L’AIR » ou de la réparation des ONT LE VENT EN POUPE appareils. Son chef, William Moffett, héros de guerre et En septembre 1925, quelques jours après le crash du fin politique, s’est assuré dès le départ que les directeurs dirigeable ZR-1 Shenandoah qui s’est soldé par la mort de ses trois départements de 14 membres d’équipage, le contre-amiral William (Matériel, Plans, Vols) avaient Adger Moffett, chef du Bureau of Aeronautics[1], leurs entrées au Capitole et au Naval War College, mais recommande l’adoption par l’US Navy d’un programme aussi auprès des centres de d’aérostats plus ambitieux encore que les précédents, recherche et des industriels. incluant la construction de deux gigantesques aéro- Et, de fait, Moffett s’est tissé un réseau relationnel à peine nefs rigides mais aussi d’une base LTA[2] sur la côte imaginable, même pour un Ouest des États-Unis capable de les accueillir et d’en militaire de son rang, et par la assurer la maintenance. Pour cet officier de 56 ans loin même occasion s’est bâti une influence politique sans égale de se laisser décourager par la perte du Shenandoah, au sein des forces armées les dirigeables demeurent du plus grand intérêt straté- des États‑Unis. littéralement les yeux de la flotte, en étant en mesure gique : capables d’évoluer relativement silencieusement de repérer et signaler les escadres ennemies lors de [2] Lighter‑than‑air, « plus à des altitudes bien supérieures à celles des avions, de léger que l’air » : autre nom missions de guerre ou les navires naufragés lors de franchir des distances transocéaniques, ils constituent des dirigeables. missions de secours. Assemblage de la structure en duralumin de l'USS (United States Ship, préfixe en vigueur pour tous les navires de la Navy !) Akron dans l'immense Goodyear Airdock. 2 Quelques semaines plus tard, Moffett finit d’écœurer ses détracteurs : son audition devant des parlementaires aboutit à la mise en place, au profit exclusif de la Marine, d’un plan aéronau- tique de cinq ans autorisant la construc- tion de deux grands dirigeables rigides, la loi définitive en ce sens étant votée par le Congrès le 24 juin 1926. L’appel d’offres est émis l’année suivante, et c’est la société Goodyear-Zeppelin[4], en vertu de sa solide expérience dans le domaine, qui remporte haut la main la compétition, dont l’issue est pour- tant énergiquement contestée par la Brown Boveri Electric Corporation. Vaine réclamation ! Au terme de la seconde compétition, Goodyear-Zeppelin sort une nouvelle fois vainqueur, ses représen- tants apposant leur signature au contrat le 6 octobre 1928. C’est au Dr Karl Arnstein, l’un des treize ingénieurs allemands de Zeppelin ayant accepté d’émigrer en Amérique, que revient la tâche de tracer les plans des futurs dirigeables ZRS-4 et ZRS-5 (ZRS pour Zeppelin Rigid Scout, zeppelins rigides de reconnaissance). Les travaux de son équipe débutent le 31 octobre 1929 dans un immense hangar spéciale- Seulement, l’état-major de la Marine, refroidi par le p La cabine de pilotage de ment conçu à cet usage : le Goodyear Airdock d’Akron, drame du Shenandoah, ne consent la construction l'USS Akron, dans laquelle récemment inauguré dans cette ville de l’Ohio, devenue que d’un aérostat… et encore, si le budget attribué l'on aperçoit le barreur à son la capitale mondiale du caoutchouc… poste et un matelot maniant par le département de la Défense le permet ! Moffett, un sextant. Ce compartiment un officier au caractère bien trempé, vétéran de la est surmonté par la cabine guerre hispano-américaine de 1898 et récipiendaire personnelle du capitaine LE « NOUVEAU CUIRASSÉ de la prestigieuse Medal of Honor gagnée lors de l’oc- de bord. La protubérance visible en dessous est un AÉRIEN DE LA NAVY » cupation de Veracruz en 1914, n’est pas du genre à amortisseur de chocs, très s’avouer vaincu. Ce visionnaire, qui est l’ami intime utile lors des atterrissages. L’assemblage des éléments principaux de la coque débute de l’ancien assistant du secrétaire à la Marine – un en mars suivant, sous le toit de ce gigantesque « dock certain Franklin D. Roosevelt –, avait bataillé de 1918 aérien » de 358 mètres de long, 99 mètres de large et q La cabine de contrôle et à 1921 pour obtenir l’affectation d’un avion à son d’urgence insérée dans le 64 mètres de haut. Les Américains font entièrement cuirassé, l’USS Mississippi. Ses efforts avaient payé : stabilisateur inférieur arrière confiance à Arnstein, qui a en son temps travaillé sous non seulement, il avait cette même année été promu du ZRS‑4. La présence l’égide du comte Ferdinand von Zeppelin à Friedrichshafen ; à la tête du BuAer dans les « coursives » duquel on le des matelots américains ils ne regretteront pas leur choix. En effet, tirant les ensei- nous permet de prendre surnomme depuis lors l’« Air Admiral », mais il avait conscience des dimensions gnements des faiblesses structurelles qui ont conduit au assisté avec satisfaction trois ans plus tard au lance- gigantesques du dirigeable ! crash du Shenandoah, l’ingénieur allemand a conçu un ment d’un hydravion de reconnaissance Martin MO-1 par une catapulte à poudre disposée sur le toit de l’une des tourelles de son cher Mississippi. Le procédé allait faire tâche d’huile dans les grandes marines du monde au cours des années 1920-30. Véritable pionnier de l’aé- ronavale aux États-Unis, [3] Stratège partisan militant pour le maintien de regrouper tous les d’une aviation navale indé- moyens aériens dans une seule Arme aérienne pendante – ce qui donne lieu indépendante. Ses propos à à de sérieuses querelles avec charge relatifs au crash du le général Billy Mitchell[3] – Shenandoah (qualifiant les états‑majors de l’Armée et autant que pour la construc- de la Marine d’incompétents tion de porte-avions, Moffett et assimilant quasiment n’hésite pas à court-circuiter les hauts responsables du sa hiérarchie et à faire jouer ministère de la Défense à des traîtres) le conduiront ses nombreux appuis poli- directement devant la tiques. Les résultats ne se cour martiale, qui brisera font pas attendre, puisqu’un sa carrière fin 1925. projet de loi du Congrès appelle bientôt au remplace- [4] Née de la fusion ment du Shenandoah par un en octobre 1923 de Goodyear avec la firme dirigeable construit sur les allemande Zeppelin du propres fonds de la Navy. Dr Hugo Eckener. 3 LES LÉVIATHANS DES CIEUX L'AKRON ET LE MACON assemblage en duralumin révolutionnaire sous l’enveloppe rigide du dirigeable : en guise de « squelette », Arnstein a privilégié des anneaux principaux doubles à croisillons, qui s’avèrent bien plus solides que les simples anneaux princi- paux des zeppelins conçus jusqu’ici. Pour le reste, l’arma- ture se compose des traditionnels anneaux intermédiaires et de kilomètres de câbles, reliés, non à l’unique traverse centrale propre à tous les dirigeables de l’époque, mais à trois robustes traverses : deux latérales inférieures et une supérieure. Ces poutres horizontales font par ailleurs office de passerelles permettant aux 89 membres d’équipage de circuler d’un compartiment à l’autre de l’aéronef : la cabine de pilotage placée à l’avant, la cabine de contrôle et d’urgence insérée dans le stabilisateur inférieur arrière, et les deux plates-formes d’observation (supérieure et de queue). À cela s’ajoutent, de part et d’autre de l’enve- loppe, les quartiers de l’équipage comprenant le mess, la cuisine, les couchettes, la salle de bains et l’infirmerie, localisables aux fenêtres donnant sur l’extérieur. Bref, tout le confort assimilant le ZRS à un authentique vaisseau aérien. Un vaisseau d’un type bien particulier du reste, puisque les espaces de vie dévolus à l’équipage sont séparés par un immense hangar situé en son premier tiers. Présentant une dimension de 23 mètres de long, p Dans sa « cambuse » sur huit mitrailleuses Browning calibre .30 réparties dans 18 mètres de large et 6 mètres de hauteur, ce hangar (cuisine), le chef cuistot des sabords de tir aménagés dans le nez et la queue, en est censé permettre au dirigeable de stocker des avions du bord prépare une positions dorsale et ventrale.
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