It is in 1930's propaganda style German, but there are some great images and film of construction details.
Released a year after the Hindenburg disaster, this film documents the construction process of the next zeppelin, the LZ 130. At this stage seen in the film, she was to have been nearly identical to the LZ 129 (Hindenburg), with only a small number of minor improvements (notably, her tail fins were 60 centimeters shorter in addition to some slight changes elsewhere). Later redesigned with new passenger decks and tractor-type engine cars designed for helium, the LZ 130, named the Graf Zeppelin (II), would ultimately be the last zeppelin ever flown.
Enjoy Keep your sightglass full, your firebox trimmed, and your water iced.
Found this fascinating description of the interior of the downed German airship L49.
Enjoy
Keep your sightglass full, your firebox trimmed and your water iced. KJ
From the ‘Nottingham Evening Post,’ 1st November 1917.
In
the early hours of 20th October 1917, disorientated, suffering from
airsickness, with only two engines working and attacked by Nieuports of
Escadrille N.152, Zeppelin L49 came down in France.
It was
examined in great detail by the British and French and an account of an
inspection by an American “air expert” was published on 1st November
1917.
SECRETS OF THE L49.
FINDINGS OF AN AMERICAN EXPERT.
FROZEN WATER BALLAST.
An air expert of the Chicago Daily News, who visited the wrecked
Zeppelin at Bourbonne-les-Bains, has communicated the following account
of his impressions to the Press Association’s correspondent.
“Having just visited Zeppelin L49, which fell five kilometres from here,
I have been struck by a number of facts. In the tanks there was still a
large amount of petrol. The alcoholised water used for fluid ballast
was frozen in the reservoirs, and in the 19 balloons of goldbeaters’
skin there was a great lack of gas. The only conclusion to be drawn from
these facts was that the Zeppelin’s descent was caused by want of gas,
and the impossibility of dropping ballast owing to the freezing of the
water.
“Two meteorological authorities have informed me that
the Zeppelin’s commander was, in all probability, deceived by the heavy
wind like a mistral, which was more violent at the higher than at the
lower altitudes. The highest altitude shown by the instruments was 7,000
metres, and rising to this height no doubt resulted in loss of
hydrogen, and caused the liquid ballast to freeze. After descending to a
lower altitude the commander was unable to reduce his ballast but went
on in the hope of reaching Germany. French fighting machines, however,
forced him to land. Hoping to set his machine on fire, the commander
fired his pistol at the Zeppelin until stopped by a French sentinel.
Fortunately he did not succeed. His only remark was ‘As you please, but I
thought I had the right to destroy my machine when I surrendered.’
“COMFORTLESS CONVEYANCE.
“I went all over the captured airship from the turret platform to the
cars. In the wireless telegraphy compartment I found some dry biscuits
marked ‘Hanover,’ but was afraid to taste them for fear of poison.
“After all I had heard of Zeppelin comfort, I was surprised not to find
much. On the contrary, I should not care to pass a night in one, even
for the pleasure of bombing Berlin. The means of communication in the
interior of the envelope consisted of an aluminium bridge 4½ inches wide
of very fragile construction made of small pieces of aluminium and thin
wood, with wire here and there to assist the passenger in keeping his
balance. The sides of the bridge were merely waterproofed cloth –
nothing else between the passenger and the ground beneath, but all,
perhaps, that was necessary. But, still, I confess to being somewhat
surprised at the makeshift appearance of the construction and
workmanship, of which any English or French workman would have been
ashamed.
“One notable exception, however, was the wireless room
and installation, which closely resembled that of a transatlantic line
of the latest type. According to a French expert who was sent to examine
the apparatus, it included several new features of some importance. He
assured me that in spite of the operator’s attempt to destroy the
machinery before abandoning the ship, it would be possible to
reconstruct the apparatus completely,
“Forward of the wireless
room, the roomy bridge on the control station was furnished with a fibre
mat, and with thick glass wind-shields on all sides. On the right and
in the centre were two wheels for the elevating and directing rudders
respectively, like those on a small motor yacht. A chart table stood on
the right. Square stools, with rounded corners, made of thin wood, were
used here elsewhere. They were so lightly made that when a French
officer stood on one in order to reach the envelope it collapsed.
“IN THE ENGINE-ROOM.
“Aft of the wireless room stands the engine-room, where the largest of
the five motors actuates the direct drive propeller. This is reached by a
ladder which leads to a narrow path, 500 or 600 feet long, within the
envelope. On the engine-room floor there was a folded parachute, which
looked as though the engineer wore it attached to his shoulders until
the moment when the commander decided to surrender.
“From this
main motor-room, where the engine is twice the power of the others, I
walked inside the envelope along a frail, narrow path of little sticks
mounted on aluminium to a point where two diverging paths led to the
nacelles.
“On the way I passed a tube of balloon cloth,
enclosing an extremely light aluminium ladder, with rungs as far apart
as possible, and leading to this was a wooden ladder reminiscent of
those used for toy dog performances, but probably much less strong. I
climbed uncertainly some 40 rungs to the top of the envelope, where was a
small gun platform for two men and machine guns. I noticed here that
the top of the envelope was almost white, shading gradually into black
towards the lowest part.
“The aft nacelles, one on each side,
were reached by ladders about eight feet long leading down from the
interior of the envelope. Each of these contain two motors driving a
single propeller – two motors being employed so that only one may be
used on each side if it is desired to economise fuel.
“Inside
the envelope are 19 balloons of goldbeaters’ skin, with smaller balloons
built into them for the purpose of taking any overflow of gas, or if
required they can be inflated by means of valves which are controlled
from the navigation bridge forward.
“The envelope also contains
water tanks of canvas, with a capacity of two hundred litres each,
evenly distributed. This water ballast can also be controlled from the
bridge. There are besides 16 petrol tanks of very solid construction, so
arranged that any motor can be fed from any one tank. The rest of the
contents include some spare parts, hammocks for the crew, which were
probably not much used this last journey, and the aluminium framework
that gives the envelope its shape.”
This photo shows the partially inflated gas bags of the British R33.
From FB user Rick Zitarosa: "Gas lines at
Lakehurst could provide 100,000 cubic feet per hour at 1-inch of
pressure. Weather was a factor on working conditions and while the
wartime-size ships could be inflated in a day or two Harold Dick advises
that the inflation of the LZ129
commenced in mid January and took over 2 weeks. A critical juncture in
the birth/life of a ship because in addition to having the riggers
moving about attending to snags/folds/possible tears it was also
necessary to ensure even inflation of adjacent cells and the proper
addition and movement of sandbags, ballast, etc as the ship became
buoyant." Of course our ship, the HMAS Velvet Brushis inflated with steam, so while it wouldn't be quite so dangerous it would have been very hot! The picture was posted on the awesome FB group Airships, Dirigibles and Zeppelins There is an amazing collection of photos and expertise in that group. Highly recommended is you are looking for an almost daily hit of Airship Wonderfulness. Thanks for reading. Keep your sightglass full, your firebox trimmed, and your water iced. KJ
