Ferdinand von Zeppelin (also known as Ferdinand Graf von Zeppelin, Graf Zeppelin and in English, Count Zeppelin) (8 July 1838 – 8 March 1917) was a German general and later aircraft manufacturer, the founder of the Zeppelin Airship company. He was born in Konstanz, Grand Duchy of Baden (now part of Baden-Württemberg, Germany).
Family and personal life
Isabella Gräfin von Zeppelin
Ferdinand was the son of Württemberg Minister and Hofmarschall Friedrich Jerôme Wilhelm Karl Graf von Zeppelin (1807–1886) and his wife Amélie Françoise Pauline (born Macaire d’Hogguer) (1816–1852). Ferdinand spent his childhood with his sister and brother at their Girsberg manor near Constance, where he was educated by private resident teachers.and lived there until his death.
In Berlin on 7 August 1869 Ferdinand married Isabella Freiin von Wolff from the house of Alt-Schwanenburg (Livonia).They had a daughter, Helene (Hella) von Zeppelin (1879–1967) who in 1909 married Alexander Graf von Brandenstein-Zeppelin (1881–1949).
Ferdinand had a nephew Baron Max von Gemmingen who was to later volunteer at the start of World War I, after he was past military age, to become general staff officer assigned to the military airship LZ 12 Sachsen.
appointed adjutant in 1865
Zeppelin in 1900
In 1853 Count Zeppelin left to attend the polytechnic at Stuttgart, and in 1855 he became a cadet of the military school at Ludwigsburg and then started his career as an army officer in the army of Württemberg.
By 1858 Zeppelin was Leutnant in the Army of Württemberg and that year he was given leave to study science, engineering and chemistry at Tübingen. The Prussians mobilising for the Austro-Sardinian War interrupted this study in 1859 when he was called up to the Ingenieurkorps (Prussian engineering corps) at Ulm.
In 1863 Zeppelin took leave to act as an observer for the Northern Potomac army in the American Civil War against the Confederates, and later took part in an expedition with Russians and Indians to the source of the Mississippi river and he made his first ascent with Steiner’s captive balloon.
In 1865 Zeppelin is appointed adjutant of the King of Württemberg and as general staff officer participates in the Austro-Prussian War of 1866 and is awarded the Ritterkreuz (Knight’s Cross) of the Order of Distinguished Service of Württemberg. In the Franco-Prussian War of 1870/1871 his extended ride behind enemy lines (an example of reconnaissance in force) made him famous among Germans.
From 1882 until 1885 Zeppelin was commander of the Uhlan regiment in Ulm, and lastly as envoy of Württemberg in Berlin.
In 1890 his role as commander was criticised,leading to his fall from imperial grace and he had to retire from the Army, albeit with the rank of Generalleutnant.
Ferdinand von Zeppelin visited the balloon camp of Prof. Thaddeus S. C. Lowe during the Peninsular Campaign of the American Civil War. The balloons were placed off limits to civilian riders and Lowe was not to entertain the curious von Zeppelin. He sent him to another balloon camp where the German aeronaut John Steiner could be of more help to the young man. In 1869 von Zeppelin returned to America to meet and learn from the experienced Prof. Lowe to gain all the knowledge he could in ballooning.
From the 1880s onward, Zeppelin was preoccupied with the idea of guidable balloons. He had already outlined an overall construction system in 1874,and had written to the King of Württemberg stating that Germany was behind France and that only large airships were practical for military use.
After his forced resignation from the military in 1890, Zeppelin worked fulltime on his concept. He hired engineer Theodor Gross to make tests of possible materials, and had the engines of the time assessed for both fuel efficiency and power to weight ratio. He also had air propellers tested and strove to obtain higher purity hydrogen gas from suppliers. Zeppelin was so confident of his concept that in June 1891 he wrote to the King of Württemberg’s secretary, announcing he was to start building, and shortly after requested a review from the Prussian Army’s Chief of General Staff. The next day Zeppelin gave up as he realised he had underestimated air resistance such that the best engines of the time would not achieve a sufficient velocity.
Zeppelin rethought his position and resumed work on hearing that Rudolf Hans Bartsch von Sigsfeld made light but powerful engines, information soon shown to be overoptimistic. Whereupon Zeppelin urged his supporter Max von Duttenhofer to press Daimler-Motoren-Gesellschaft for more efficient engines so as not to fall behind the French.Duttenhofer wrote to Gross threatening to withdraw support, and Zeppelin shortly sacked Gross, citing Gross’ lack of support and that he was „an obstacle in my path”.
Despite these setbacks Zeppelin’s organization had refined his idea: a rigid aluminium framework covered in a fabric envelope; separate multiple internal gas cells, each free to expand and contract thus obviating the need for ballonets; modular frame allowing addition of sections and gas cells; controls, engines and gondola rigidly attached. After publishing the idea in 1892 he hired engineer Theodor Kober who started work testing and further refining the design. Zeppelin submitted Kober’s 1893 detailed designs to the Prussian Airship Service,whose committee reviewed it in 1894.In June 1895 this committee then recommended minimum funds be granted, but withdrew and finally rejected the design in July.
On month later, in August 1895, Zeppelin received a patent for Kober’s design, described as an „airship-train” (Lenkbarer Luftfahrzug mit mehreren hintereinanderen angeordneten Tragkörpern.)
In early 1896 Zeppelin’s lecture on steerable airship designs given to the Association of German Engineers (VDI) so impressed them that the VDI launched a public appeal for financial support for him.This led to a first contact with Carl Berg who supplied aluminium alloys which Zeppelin had tested, and by May 1898 they, together with Philipp Holzmann,Daimler, Max von Eyth, Carl von Linde, and Friedrich Voith, had formed the joint stock company Gesellschaft zur Förderung der Luftschiffart.Zeppelin invested 441,000 Marks, over half the total capital.Actual construction then started of what was to be the first successful rigid airship, the Zeppelin LZ1.
Legends later arose that Zeppelin had used the patent and design of David Schwarz’s airship of 1897,but these were rejected by Eckener in 1938 and by later reviewers. Zeppelin’s design was „radically different” in both its scale and its framework from that of Schwarz.
Zeppelin made three flights with the LZ 1 over the Bodensee. The flights became more and more successful, igniting a public euphoria which allowed the Count to pursue the development of his vehicle. In fact, the second version of his airship was entirely financed through donations and a lottery. The final financial breakthrough only came after the Zeppelin LZ4 crashed in 1908 at Echterdingen. The crash sparked public interest in the development of the airships. A subsequent collection campaign raised 6.5 million German marks and the money was used to create the ‘Luftschiffbau-Zeppelin GmbH’ and a Zeppelin foundation.
The same year the military administration bought the LZ3 and put it to use as the renamed Z1. Starting in 1909, Zeppelins also were used in civilian aviation. Up until 1914 the German Aviation Association (Deutsche Luftschiffahrtsgesellschaft or DELAG) transported 37,250 people on over 1600 flights without an incident.Within a few short years the zeppelin revolution began creating the age of air transportation.
This section requires expansion.
* 1899 unrealised plans for a paddlewheel aeroplane
* 1912 financial support of Flugzeugbau Friedrichshafen which was to supply 850 aeroplanes 1917/1918;
* 1914 commissions Claude Dornier to develop flying boats
* 1914 founds Versuchsbau Gotha-Ost with Robert Bosch which built a number of Riesenflugzeug (giant aircraft) such as the Zeppelin-Staaken R.VI
This section requires expansion.
Bust of Zeppelin in AERONAUTICUM at Nordholz
Count Zeppelin died 1917, before the end of World War I. He therefore did not witness either the provisional shutdown of the Zeppelin project due to the Treaty of Versailles or the second resurgence of the zeppelins under his successor Hugo Eckener. Unfinished WWII German aircraft carrier Graf Zeppelin and airships LZ 127 and LZ 130 Graf Zeppelin were named after him.
The British rock group Led Zeppelin’s name derives from his airship as well. His granddaughter, Countess Eva Von Zeppelin, even once threatened to sue Led Zeppelin for illegal use of their family name while performing in Copenhagen.
In the Monty Python’s Flying Circus skit, „The Golden Age of Ballooning” (from episode 40), Count Zeppelin was featured. He became outraged at suggestions that his airship was just a balloon and that he was thinking of naming it after Bismarck. The offending parties (including von Bülow and Tirpitz) were hurled out of the zeppelin, crashing through the roof of a house.
* Hindenburg disaster
* Timeline of hydrogen technologies
1. ^ (in German) Katalog der Deutschen Nationalbibliothek, http://d-nb.info/gnd/118636545, retrieved 2009-04-04
2. ^ (in German) Stuttgart im Bild – Ferdinand Graf von Zeppelin, http://www.stuttgart-im-bild.de/html/ferdinand_graf_von_zeppelin.html, retrieved 2009-04-04
3. ^ Regarding personal names: Graf is a title, translated as Count, not a first or middle name. The female form is Gräfin. When „Graf” or its English translation „Count” is used, it is correct to omit the „von.” Thus, „Ferdinand von Zeppelin”, but „Graf Zeppelin” and „Count Zeppelin”.
4. ^ a b c Zeppelin Biographie, http://www.uni-konstanz.de/FuF/Philo/Geschichte/Zeppelin/english/bio.htm, retrieved 2009-04-04
5. ^ a b Editors of German Wikipedia
6. ^ RootsWeb: GEN-DE-L Re: Zeppelin and Brandenstein family, http://archiver.rootsweb.ancestry.com/th/read/GEN-DE/2002-05/1020898890, retrieved 2009-04-04
7. ^ Lehmann
8. ^ (in German) Lebenslauf von Graf Zeppelin, http://www.hirschbergschule.de/ausfluege/ausflug7b/ausflug7bseite4.htm, retrieved 2009-04-04
9. ^ Zeppelin Biographie, http://www.uni-konstanz.de/FuF/Philo/Geschichte/Zeppelin/english/lebensdaten.htm, retrieved 2009-04-04
10. ^ Eckener 1938. pages 155-157
11. ^ Dooley A.176
12. ^ Dooley A.177
13. ^ Dooley A.178
14. ^ a b Dooley A.179
15. ^ Dooley A.181
16. ^ a b Dooley A.187
17. ^ Dooley A.188
18. ^ Dooley A.190
19. ^ a b c d e f g h Ernst-Heinrich Hirschel, Horst Prem, Gero Madelung (2004). Aeronautical Research in Germany: From Lilienthal Until Today. Springer. pp. 25-26. ISBN 354040645X. „ISBN 9783540406457”
20. ^ a b Dooley A.193-A.194
21. ^ Dooley A.183
22. ^ a b Eckener 1938. pages 210-211. „It is obvious at the first glance that the Zeppelin ship had nothing but its aluminium in common with the Schwarz machine, not to mention that Count Zeppelin had fixed the essential features long before Schwarz’ ship appeared.”
23. ^ Dooley A.191
24. ^ Dooley A.200
25. ^ Lehmann Chapter I „All told, 37,250 passengers had been carried, 1,600 flights made, 3,200 hours spent in the air and 90,000 miles flown without accident”
26. ^ Led Zeppelin – Official Website at ledzeppelin.com
* Dooley, Sean C. 2004. The Development of Material-Adapted Structural Form – Part II: Appendices. THÈSE NO 2986 (2004), École Polytechnique Fédérale de Lausanne
* Eckener, Hugo. 1938. Count Zeppelin: The Man and His Work, translated by Leigh Fanell, London — Massie Publishing Company, Ltd. — (ASIN: B00085KPWK) (online extract pages 155-157, 210-211)
* Lehmann, Ernst A.; Mingos, Howard. 1927. The Zeppelins. The Development of the Airship, with the Story of the Zepplins Air Raids in the World War. Chapter I GERMAN AIRSHIPS PREPARE FOR WAR
* Vömel, Alexander (1909-1933). Graf Ferdinand von Zeppelin. Ein Mann der Tat.
* Ferdinand von Zeppelin in the German National Library catalogue (German)
* „Biographie: Ferdinand Graf von Zeppelin, 1838-1917” (in German). Deutschen Historischen Museums. http://www.dhm.de/lemo/html/biografien/ZeppelinFerdinand/index.html. Retrieved 2009-09-12.
* Michael “Walter” Walz. „Stuttgart im Bild – Ferdinand Graf von Zeppelin” (in German). Deutschen Historischen Museums. http://www.stuttgart-im-bild.de/html/ferdinand_graf_von_zeppelin.html. Retrieved 2009-09-12. (Gravestone in Stuttgart, biography and images)
A Zeppelin is a type of rigid airship pioneered by the German Count Ferdinand von Zeppelin in the early 20th century, based in part on an earlier design by aviation pioneer David Schwarz. Due to the outstanding success of the Zeppelin design, the term zeppelin in casual use came to refer to all rigid airships.
Zeppelins were operated by the Deutsche Luftschiffahrts-AG (DELAG). DELAG, the first commercial airline, served scheduled flights before World War I. After the outbreak of the war, the German military made extensive use of Zeppelins as bombers and scouts.
The German defeat halted the airship business temporarily, but under the guidance of Hugo Eckener, the successor of the deceased count, civilian zeppelins experienced a renaissance in the 1920s. They reached their zenith in the 1930s, when the airships LZ 127 Graf Zeppelin and LZ 129 Hindenburg operated regular transatlantic flights between Germany and both North and South America. The Hindenburg accident in 1937, combined with political and economic issues, contributed to the demise of the Zeppelin.
A ZeppelinThe most important feature of Zeppelin’s design is a rigid metal alloy skeleton, made of rings and longitudinal girders. The advantage of this concept is that they can be built much larger, which enables them to lift heavier loads and be equipped with more numerous and powerful engines than non-rigids, commonly known as blimps, which rely on a slight overpressure within the single gasbag to maintain their shape.
The basic form of the first Zeppelins was a long cylinder with tapered ends and complex multi-plane fins. During World War I, as a result of improvements by the competing firm of Schütte-Lanz Luftschiffbau, the design was changed to the familiar streamlined shape and cruciform fins used by almost all airships since. Within this outer envelope, several separate balloons, or „cells”, contained the lighter-than-air gas hydrogen or helium. Non-rigid airships do not have multiple gas cells. Motive power was provided by several internal combustion engines, mounted in nacelles rigidly connected to the skeleton. Steering was made possible by adjusting and selectively reversing engine thrust and by using rudder and elevator fins.
A comparatively small compartment for passengers and crew was built into the bottom of the frame, but in large Zeppelins this is not the entire habitable space; they often carried crew or cargo internally for aerodynamic reasons.
The First Generations
Ferdinand von ZeppelinCount Ferdinand von Zeppelin became interested in constructing a „Zeppelin balloon” after the Franco-Prussian War of 1870–1871, where he witnessed French use of them to transport mail during the early war. He had also encountered Union Army Balloon Corps employment in 1863, during the American Civil War, as a military observer with the Union Army. He began to seriously pursue his project after his early retirement from the military in 1890 at the age of 52.
Convinced of the potential importance of aircraft, he started working on various designs shortly after leaving the military. He eventually purchased the rights to the designs of inventor David Schwarz after that inventor died suddenly before successfully flying, drawing heavily on Schwarz’s design.
On August 31, 1895, von Zeppelin obtained a patent which already included most of the aforementioned features. One unusual idea, which never saw service, was the ability to connect several independent airship elements like train wagons; in fact, the patent title called the design Lenkbarer Luftfahrzug (linkable aircraft).
An expert committee to whom he had presented his plans in 1894 showed little interest, so the count was on his own in realizing his idea. In 1898 he founded the Gesellschaft zur Förderung der Luftschiffahrt (company for the promotion of airship flight), contributing more than half of its 800,000 Mark share capital himself. He assigned the technical implementation to the engineer Theodor Kober and later to Ludwig Dürr.
Construction of the first Zeppelin began in 1899 in a floating assembly hall on the Bodensee in the Bay of Manzell, Friedrichshafen. This location was intended to facilitate the difficult launching procedure, as the hall could easily be aligned with the wind. The prototype airship LZ 1 (LZ for Luftschiff Zeppelin, or „Airship Zeppelin”) had a length of 128 m (420 ft), was driven by two, 14.2-hp, (10.6-kW), Daimler engines and was controlled in pitch by moving a weight between its two nacelles.
The first ascent of LZ 1 over the Bodensee in 1900.The first Zeppelin flight occurred on July 2, 1900 over the Bodensee. It lasted only 18 minutes before LZ 1 was forced to land on the lake after the winding mechanism for the balancing weight broke. Upon repair, rigid airship technology proved its potential in subsequent flights (the second and third flights were in October 1900 and October 24, 1900 respectively), beating the 6 m/s velocity record of the French airship La France by 3 m/s. This performance, however, did little to convince possible investors. With his financial resources depleted, Count von Zeppelin was forced to disassemble the prototype, sell it for scrap, and close the company in 1901.
It was largely due to support by aviation enthusiasts that von Zeppelin’s idea got a second (and third) chance and would be developed into a reasonably reliable technology. Only then could the airships be profitably used for civilian aviation and sold to the military.
Donations, the profits of a special lottery, some public funding, a mortgage of Count von Zeppelin’s wife’s estate and a 100,000 Mark contribution by Count von Zeppelin himself allowed the construction of LZ 2, which took off for the first and only time on January 17, 1906. After both motors failed, it made a forced landing in the Allgäu mountains, where the anchored ship was subsequently damaged beyond repair by a storm.
Incorporating all usable parts of LZ 2, the successor LZ 3 became the first truly successful Zeppelin, which by 1908 had traveled 4,398 km in total in the course of 45 flights. The technology then interested the German military, who bought LZ 3 and redesignated it Z 1. She served as a school ship until 1913, when she was decommissioned as obsolescent.
Wreckage of LZ 4. The LZ 4 was destroyed when a storm broke the zeppelin from its mooring causing it to crash into a tree and catch fire.The army was also willing to buy LZ 4, but requested a demonstration of her ability to make a 24 hour trip. While attempting to fulfill this requirement, the crew of LZ 4 had to make an intermediate landing in Echterdingen near Stuttgart. During the stop, a storm tore the airship away from its anchorage in the afternoon of August 5, 1908. She crashed into a tree, caught fire, and quickly burnt to ruins. No one was seriously injured, though two technicians repairing the engines escaped only by making a hazardous jump. This accident would have certainly knocked out the Zeppelin project economically had not one of the spectators in the crowd spontaneously initiated a collection of donations, yielding an impressive total of 6,096,555 Mark. This enabled the Count to found the Luftschiffbau Zeppelin GmbH (Airship Construction Zeppelin Ltd.) and a Zeppelin Foundation.
Pre World War I
Monument near Bad Iburg commemorating the 1910 LZ 7 crashPrior to World War I, a total of 21 Zeppelin airships (LZ 5 to LZ 25) were manufactured. In 1909, LZ 6 became the first Zeppelin used for commercial passenger transport. The world’s first airline, the newly founded DELAG, bought seven LZ 6s by 1914. The airships were given names in addition to their production numbers, three of which are LZ 8 Deutschland II (1911), LZ 11 Viktoria Luise (1912), and LZ 17 Sachsen (1913). Seven of these twenty-seven ships were destroyed in accidents, mostly while being transferred into their halls. There were no casualties. One of them was LZ 7 Deutschland which started for its maiden voyage on June 19, 1910. On June 28th it began a pleasure trip to make Zeppelins more popular. Among those aboard were 19 journalists, two of whom were reporters of well known British newspapers. LZ 7 crashed in bad weather at Mount Limberg near Bad Iburg in Lower Saxony. Nobody was injured.
Altogether, the airships traveled approximately 200,000 km (124,000 miles) and transported about 40,000 passengers.
The German Army and Navy purchased 14 Zeppelins, who labeled their aircraft Z 1/2/… and L 1/2/…, respectively. During the war, the Army changed their scheme twice: following Z XII, they switched to using LZ numbers, later adding 30 to obscure the total production. When World War I broke out, the military also took over the three remaining DELAG ships. By this time, it had already decommissioned three other Zeppelins (LZ 3 „Z 1″ included). Five more had been lost in accidents, in two of which people died: a storm pushed Navy Zeppelin LZ 14″L 1” down into the North Sea, drowning 14, and LZ 18 „L 2” burst into flames following an engine explosion, killing the entire crew.
By 1914, state-of-the-art Zeppelins had lengths of 150–160 m (490–525 feet) and volumes of 22,000–25,000 m³, enabling them to carry loads of around 9 tonnes (20,000 lb.) They were typically powered by three Maybach motors of around 400–550 hp (300–410 kW) each, reaching speeds up to about 80 km/h (49 mph or 22 m/s).
During World War I
Bombers and Scouts
Zeppelins were used as bombers during World War I, without notable success. At the beginning of the conflict the German command had high hopes for the craft, as they appeared to have compelling advantages over contemporary aircraft – they were almost as fast, carried many more guns, and had a greater bomb load capacity and enormously greater range and endurance. However, their great weakness was their vulnerability to gunfire.
The German craft were operated by both the Army and Navy as two entirely separate divisions, at the beginning of the war the Army had nine craft (including three requisition from civilian ownership) and the Navy had four. All the craft were idenitifed with the pre-war prefix LZ and a number, to avoid confusion between craft with the same number it is customary to use the prefix LZ for Naval craft and just L for Army craft (the Schutte-Lanz and Parseval types are sometimes identified with the respective prefixes SL and PL). Prior to the war the Army had lost three zeppelins to accidents and the Navy two, although both Naval losses occurred in 1913 and accounted for the majority of experienced personnel. There were major differences in doctrine – the Army emphasised bombing from a low level and close support to ground forces, while the Navy had trained for reconnaissance.
The first offensive use of Zeppelins was just two days after the invasion of Belgium. A single craft, the L. VI, flying from Cologne was damaged by gunfire while heading towards Paris and made a forced landing near Cologne. Two more Zeppelins were shot down in August and one was captured by the French, L. VIII was accidentally fired upon by German troops and then deliberately by French soldiers before crashing in Badonviller Forest, her crew attempted to set the craft afire but were driven off by French cavalry. Their use against well-defended targets in daytime raids was a mistake and the High Command lost all confidence in the Zeppelin, leaving it to the Naval Air Service to make any further use of the craft.
A Zeppelin above the battleship SMS Großer Kurfürst in 1917The main use of the craft was in reconnaissance over the North Sea and the Baltic, where the admirable endurance of the craft led German warships to a number of Allied vessels. During the entire war around 1,200 scouting flights were made. The Naval Air Service also directed a number of strategic raids against Britain, leading the way in bombing techniques and also forcing the British to bolster their anti-aircraft defenses. The first airship raids were approved by the Kaiser in January 1915, although he demanded that no attacks be made on historic or government buildings or museums. The nighttime raids were intended to target only military sites, but after blackouts became widespread, many bombs fell randomly in East Anglia.
The first raid was on January 19, 1915, the first bombing of civilians ever, in which two Zeppelins dropped 24 Χ 50 kg high explosive bombs and ineffective 3 kg incendiaries on Great Yarmouth, Sheringham, King’s Lynn and the surrounding villages. In all four people were killed, sixteen injured and monetary damage estimated at £7,740, although the public and media reaction were out of all proportion to the death toll. There were a further 19 raids in 1915, in which 37 tons of bombs were dropped, killing 181 people and injuring 455. British defenses were divided between the Royal Navy and the British Army at first, before the Army took full control in February 1916, and a variety of sub 4-inch (102mm) caliber guns were converted to anti-aircraft use. Searchlights were introduced, initially manned by police, but their inexperience led to a number of illuminated clouds being mistaken for attacking airships. Aerial defenses against Zeppelins were haphazard and the lack of an interrupter gear in early fighters meant the basic technique of downing them was to drop bombs on them (a technique to resurface in World War II). The first man to bring down a Zeppelin in this way was R. A. J. Warneford of the RNAS, flying a Morane Parasol on June 7, 1915. Dropping six 9 kg bombs, he set fire to LZ 37 over Ghent and as a result won the Victoria Cross.
Plaque commemorating a World War I Zeppelin raid on 61 Farringdon Road, London.Raids continued in 1916. After an accidental bombing of London in May (not the first, as the plaque to the right shows), in July the Kaiser allowed directed raids against urban centers.
There were 23 airship raids in 1916 in which 125 tons of ordnance were dropped, killing 293 people and injuring 691. Anti-aircraft defenses were becoming tougher and new Zeppelins were introduced which increased their operating altitude from 1,800 m (6,000 ft) to 3,750m (12,375 ft). To avoid searchlights, they flew above the clouds whenever possible, lowering an observer through them to direct the bombing. The improved safety was counteracted by the extra strain on the airship crews and the British introduction in mid-1916 of synchronized-gun fighters. The first night-fighter victory came on September 2, 1916 when Lt. William Leefe Robinson, flying from Sutton’s Farm, shot down one of a 16-strong raiding force over London, using incendiary ammunition. (The airship was not a Zeppelin but a wooden-framed Schütte-Lanz SL11). He too was awarded a Victoria Cross. Early in the morning of September 24, 1916, an airborne fighter and anti-aircraft guns caused the L.33 (Kapitänleutnant Bocker) to crash land at Little Wigborough near Colchester, Essex, on its first raid. A close inspection of its wrecked structure enabled the British to understand where their own rigid airship designs had been deficient. Furthermore, one 250 hp (190 kW) engine recovered from the wreck subsequently substituted for two (of four) 180 hp engines on a Vickers-built machine, the hitherto underpowered R.9.
Effective fighters marked the end of the Zeppelin threat. New Zeppelins came into service that could operate at 5,500 m (17,000 ft) but exposed them to extremes of cold, and changeable winds that could, and did, scatter many Zeppelin raids. In 1917 and 1918 there were only 11 Zeppelin raids against England, the final one on August 5, 1918, resulted in the death of Korvettenkapitän Peter Strasser, commander of the German Naval Airship Department.
A total of 84 Zeppelins were built during the war. Over 60 were lost, roughly evenly divided between accident and enemy action. 51 raids had been undertaken, in which 5,806 bombs were dropped, killing 557 people and injuring 1,358. It has been argued the raids were effective far beyond material damage in diverting and hampering wartime production, and diverting 12 fighter squadrons and over 10,000 personnel to air defenses.
Strategic issues aside, Zeppelin technology improved considerably as a result of the increasing demands of warfare. In late World War I the Zeppelin Company, having spawned several dependencies around Germany with shipyards closer to the fronts than Friedrichshafen, delivered airships of around 200m (660ft) in length (some even more) and with volumes of 56,000-69,000m³. These dirigibles could carry loads of 40-50 tonnes and reach speeds up to 100-130 km/h (60-65mph) using five or even six Maybach engines of around 260hp (195 kW) each.
To avoid enemy defenses such as British aircraft guns and searchlights, Zeppelins became capable of much higher altitudes (up to 7,600 m) and they also proved capable of long-range flights. For example, LZ 104 L.59, based in Yambol, Bulgaria, was sent to reinforce troops in German East Africa (today Tanzania) in November 1917. The ship did not arrive in time and had to return following reports of German defeat by British troops, but it had traveled 6,757 km in 95 hours and thus had broken a long-distance flight record.
A considerable, frequently overlooked, contribution to these technological advancements originated from Zeppelin’s only serious competitor, the Mannheim-based Schütte-Lanz airship construction company. While their dirigibles never became comparably successful, Professor Schütte’s more scientific approach to airship design led to a number of important innovations copied, over time, by the Zeppelin company. These included, for example, the streamlined hull shape, the simple yet functional cruciform fins (replacing the more complicated box-like arrangements of older Zeppelins), individual direct-drive engine cars, anti-aircraft machine-gun positions, and gas ventilation shafts which removed excess hydrogen for safety.
The End of the War
The German defeat in the war also marked the end of German military dirigibles, as the victorious Allies demanded a complete disarmament of German air forces and delivery of the remaining airships as war reparations. Specifically, the Treaty of Versailles contained the following articles dealing explicitly with dirigibles:
The armed forces of Germany must not include any military or naval air forces. […] No dirigible shall be kept.
On the coming into force of the present Treaty, all military and naval aeronautical material […] must be delivered to the Governments of the Principal Allied and Associated Powers. […] In particular, this material will include all items under the following heads which are or have been in use or were designed for warlike purposes:
Dirigibles able to take the air, being manufactured, repaired or assembled.
Plant for the manufacture of hydrogen.
Dirigible sheds and shelters of every kind for aircraft.
Pending their delivery, dirigibles will, at the expense of Germany, be maintained inflated with hydrogen; the plant for the manufacture of hydrogen, as well as the sheds for dirigibles may at the discretion of the said Powers, be left to Germany until the time when the dirigibles are handed over. […]
On June 23, 1919, a week before the treaty was signed, many war Zeppelin crews destroyed their airships in their halls in order to avoid delivery. In doing so, they followed the example of the German fleet which had been scuttled two days before in Scapa Flow. The remaining dirigibles were transferred to France, Italy, Britain, and Belgium in 1920.
Post World War I
First Steps Towards a Renaissance
Count von Zeppelin had died in 1917, before the end of the war. Dr. Hugo Eckener, a man who had long before envisioned dirigibles as vessels of peace rather than warfare, took command of the Zeppelin business. With the Treaty of Versailles having knocked out their competitor Schütte-Lanz, specialist in military airships, the Zeppelin company and DELAG hoped to resume civilian flights quickly. In fact, despite considerable difficulties, they completed two small Zeppelins: LZ 120 Bodensee, which first flew in August 1919 and in the following two years actually transported some 4,000 passengers; and LZ 121 Nordstern, which was foreseen for a regular route to Stockholm.
However, in 1921, the Allied Powers demanded these two Zeppelins be delivered as war reparations, as compensation for the dirigibles destroyed by their crews in 1919. Further Zeppelin projects could not be realized, partly because of Allied interdiction. This temporarily halted German Zeppelin aviation.
However, Eckener and his co-workers refused to give up and kept looking for investors and a way to circumvent Allied restrictions. Their opportunity came in 1924. The United States had started to experiment with rigid airships, constructing one of their own, the ZR-1 USS Shenandoah (see below), and ordering another from the UK when the British R38 (ZR-2) was canceled. However, R38 (based on the Zeppelin L70, ordered as ZR-2) broke apart and exploded during a test flight above the Humber on August 23, 1921, killing 44 crewmen.
Under these circumstances, Eckener managed to acquire an order for the next American dirigible. Of course, Germany had to pay the costs for this airship itself, as they were calculated against the war reparation accounts, but for the Zeppelin company, this was secondary. So engineer Dr Dürr designed LZ 126, and using all the expertise accumulated over the years, the company finally achieved its best Zeppelin so far, which took off for a first test flight on August 27, 1924.
ZR-3 USS Los Angeles over southern Manhattan.
The USS Los Angeles, a US Navy zeppelin built by the Zeppelin Company.No insurance company was willing to issue a policy for the delivery to Lakehurst, which, of course, involved a transatlantic flight. Eckener, however, was so confident of the new ship that he was ready to risk the entire business capital, and on October 12, 0730 local time, the Zeppelin took off for the States under his command. His faith was not disappointed, and the ship completed her 8050 km voyage without any difficulties in 81 hours and two minutes. American crowds enthusiastically celebrated the arrival, and President Calvin Coolidge invited Dr. Eckener and his crew to the White House, calling the new Zeppelin an „angel of peace”.
Under its new designation ZR-3 USS Los Angeles (the former LZ 126) became the most successful American airship. She operated reliably for eight years until being retired in 1932 for economic reasons and dismantled in August 1940.
The Golden Age
With the delivery of LZ 126, the Zeppelin company had reasserted its lead in rigid airship construction, but it was not yet quite back in business. Acquiring the necessary funds for the next project proved a problem in the difficult economic situation of post-World-War-I Germany, and it took Eckener two years of lobbying and publicity work to secure the realization of LZ 127.
Another two years passed before September 18, 1928, when the new dirigible, christened Graf Zeppelin in honor of the Count, flew for the first time. With a total length of 236.6 m and a volume of 105,000 m³, she was the largest dirigible yet.
Eckener’s initial concept was to use Graf Zeppelin for experimental and demonstration purposes to prepare the way for regular airship traveling, by carrying passengers and mail to cover the costs. In October 1928 the first long-range voyage brought her to Lakehurst, where Eckener and his crew were once more welcomed enthusiastically with confetti parades in New York and another invitation to the White House. Later Graf Zeppelin toured Germany and visited Italy, Palestine, and Spain. A second trip to the United States was aborted in France due to engine failure in May 1929.
In August 1929 LZ 127 departed for another daring enterprise: a circumnavigation of the globe. The growing popularity of the „giant of the air” made it easy for Eckener to find sponsors. One of these was the American press tycoon William Randolph Hearst, who requested the tour officially start in Lakehurst. As with the October 1928 flight to New York, Hearst had placed a reporter Grace Marguerite Hay Drummond-Hay on board who therefore became the first woman to circumnavigate the globe by air. From there, Graf Zeppelin flew to Friedrichshafen, then Tokyo, Los Angeles, and back to Lakehurst, in 21 days 5 hours and 31 minutes. Including the initial and final trips Friedrichshafen-Lakehurst and back, the dirigible traveled 49,618 km.
US Air Mail 1930 picturing Graf Zeppelin
airship LZ 127 „Graf Zeppelin”In the following year, Graf Zeppelin undertook a number of trips around Europe, and following a successful tour to South America in May 1930, it was decided to open the first regular transatlantic airship line. Despite the beginning of the Great Depression and growing competition from fixed-wing aircraft, LZ 127 would transport an increasing volume of passengers and mail across the ocean every year until 1936. Besides, the ship pursued another spectacular venue in July 1931 with a research trip to the Arctic; this had already been a dream of Count von Zeppelin twenty years earlier, which could, however, not be realized at the time due to the outbreak of war.
Eckener intended to supplement the successful craft by another, similar Zeppelin, projected as LZ 128. However the disastrous accident of the British passenger airship R101 on October 5, 1930 led the Zeppelin company to reconsider the safety of hydrogen-filled vessels, and the design was abandoned in favor of a new project. LZ 129 would advance Zeppelin technology considerably, and was intended to be filled with inert helium.
Main article: LZ 129 Hindenburg
The Hindenburg on fireFollowing 1933, the establishment of the Nazi dictatorship in Germany began to overshadow the Zeppelin business. The Nazis were not interested in Eckener’s ideals of peacefully connecting people; they also knew very well dirigibles would be useless in combat and thus chose to focus on heavier-than-air technology.
On the other hand, they were eager to exploit the popularity of the airships for propaganda. As Eckener refused to cooperate, Hermann Göring, the Nazi Air minister, formed a new airline in 1935, the Deutsche Zeppelin-Reederei (DZR), which took over operation of airship flights. Zeppelins would now prominently display the Nazi swastika on their fins and occasionally tour Germany to indoctrinate the people with march music and Nazi propaganda speeches from the air.
On March 4, 1936, LZ 129 Hindenburg (quickly named after former President of Germany Paul von Hindenburg by Eckener in an attempt to preempt the Nazi Party from naming the ship after Hitler) made her first flight. The Hindenburg was the largest airship ever built. However, in the new political situation, Eckener had not obtained the helium to inflate it due to a military embargo; only the United States possessed the rare gas in usable quantities. So, in what ultimately proved a fatal decision, the Hindenburg was filled with flammable hydrogen. Apart from the propaganda missions, LZ 129 began to serve the transatlantic lines together with Graf Zeppelin.
On May 6, 1937, while landing in Lakehurst after a transatlantic flight, in front of thousands of spectators, the tail of the ship caught fire, and within seconds, the Hindenburg burst into flames, killing 35 of the 97 people on board and one member of the ground crew. The actual cause of the fire has not been definitively determined; it is likely that a combination of leaking hydrogen from a torn gas bag, the vibrations caused by a swift rotation for a quicker landing to have started static electricity in the duralumin alloy skeleton and a flammable outer coating similar to rocket fuel accounted for the fact that the fire spread from its starting point in the tail to engulf the entire airship so rapidly (34 seconds).
Whatever caused the disaster, the end of the dirigible era was due to politics and the upcoming war, not the wreck itself, though it surely led to some public misgivings. Despite everything, there remained a list of 400 people who still wanted to fly as Zeppelin passengers and had paid for the trip. In 1940 the money they had paid for the trip was refunded.
Graf Zeppelin completed more flights, though not for overseas commercial flights to the U.S., and was retired one month after the Hindenburg wreck and turned into a museum. Dr. Eckener kept trying to obtain helium gas for Hindenburg’s sister ship, Graf Zeppelin II, but due to political bias against the airship’s commercial use by the Nazi leadership, coupled with inability to obtain helium gas in sufficient quantities due to an embargo by the United States, his efforts were in vain. The intended new flagship Zeppelin was completed in 1938 and, inflated with hydrogen, made some test flights (the first on September 14), but never carried passengers. Another project, LZ 131, designed to be even larger than Hindenburg and Graf Zeppelin II, never progressed beyond the production of some single skeleton rings.
The career of Graf Zeppelin II was not over. She was assigned to the Luftwaffe and performed about 30 test flights prior to the start of World War II. Most of those test flights were carried out near the Polish border, first in the Sudeten mountains region of Silesia and later in the Baltic Sea region. During one flight LZ 130 crossed the Polish border near Hel Peninsula, where she was intercepted by a Polish Lublin R-XIII from Puck naval airbase and forced to leave Polish airspace. During this time, LZ 130 was used as an electronic scouting vehicle and was equipped with various telemetric equipment. From May to August 1939, she performed flights near the coastline of Great Britain in an attempt to determine whether the 100 meter towers erected from Portsmouth to Scapa Flow were used for aircraft radio localization. Tests included photography, radio wave interception, magnetic analysis and radio frequency analysis but were unable to detect operational British Chain Home radar due to the searching in the wrong frequency range – the frequencies searched were too high, an assumption based on the Germans’ own radar systems. The (incorrect) conclusion was the British towers were not connected to radar operations, but formed a network of naval radio communication and rescue.
After the German invasion of Poland started the Second World War on 1 September, the Luftwaffe ordered LZ 127 and LZ 130 moved to a large Zeppelin hangar in Frankfurt, where the skeleton of LZ 131 was also located. In March 1940 Göring ordered the destruction of the remaining vessels and the aluminum fed into the Nazi war industry. In May a fire broke out in the Zeppelin facility which destroyed most of the remaining parts. The rest of the parts and materials were soon scrapped with almost no trace of the German ‘giants of the air’ remaining by the end of the year.
Non-German Rigid Airships
Main article: Airship
U.S. Navy Zeppelin ZRS-5 „USS Macon” over Moffett Field in 1933Airships using the Zeppelin construction method are sometimes referred to as zeppelins even if they had no connection to the Zeppelin business. Several airships of this kind were built in the USA and Britain in the 1920s and 1930s, mostly imitating original Zeppelin design derived from crashed or captured German World War I airships.
The British R33 and R34, for example, were near identical copies of the German L-33, which crashed virtually intact in Yorkshire on September 24, 1916. Despite being almost three years out of date by the time they were launched in 1919, these sister ships were two of the most successful in British service. On July 2, 1919, R34 began the first return crossing of the Atlantic by aircraft. She landed at Mineola, Long Island on July 6, 1919 after 108 hours in the air. The return crossing commenced on July 8 because of concerns about mooring the ship in the open, and took 75 hours. Impressed, Britain began to contemplate a fleet of airships as links to far-flung colonies, but unfortunately post-war economic conditions lead to most airships being scrapped and trained personnel dispersed, until R-100 and R-101 commenced construction in 1929.
Another example was the first American-built rigid dirigible ZR-1 USS Shenandoah, which flew in 1923, while USS Los Angeles (ZR-3) was under construction. The ship was christened on August 20 in Lakehurst, New Jersey and was the first to be inflated with helium, which was still so rare at the time that Shenandoah contained most of the world’s reserves. When Los Angeles was delivered, she was at first filled with helium borrowed from ZR-1. Other airships were the USS Akron (ZRS-4) and the USS Macon (ZRS-5).
Economically, it was surprising that even in the 1930s, Zeppelins could compete with other means of transatlantic transport. Their advantage was the ability to carry significantly more passengers than other contemporary aircraft, while providing conveniences like the luxury of ship voyages. Less importantly, the technology was potentially more energy-efficient than heavier-than-air designs. On the other hand, operating the giants was quite involved, especially in terms of personnel. Often the crew would outnumber passengers on board, and on the ground large teams were necessary to assist starting and landing. Also, to accommodate Zeppelins like Hindenburg (which was more than five times as long as the height of the Statue of Liberty without the pedestal), very large hangars were required at airports.
Today, with large, fast, and more cost-efficient fixed-wing aircraft, it is unknown whether huge airships can operate profitably in regular passenger transport though, as energy costs rise, attention is once again returning to these lighter than air vessels as a viable alternative. At the very least, the idea of comparatively slow, „majestic” cruising at relatively low altitudes and in comfortable atmosphere certainly has retained some appeal. There have been some niches for airships in and after World War II, such as long-duration observations, antisubmarine patrol, platforms for TV camera crews, and advertising; these, however, generally require only small and flexible craft, and have thus generally been better fitted for cheaper blimps.
It has periodically been suggested Zeppelins could be employed for cargo transport, especially delivering extremely heavy loads to areas with poor infrastructure. One recent enterprise of this sort was the Cargolifter project, in which a hybrid (thus not entirely Zeppelin-type) airship even larger than Hindenburg was projected. Around 2000, this idea was realized, when the CargoLifter AG constructed the world’s largest cantilever shop hall measuring 360 meters long, 210 meters wide and 107 meters high about 60 km south of Berlin. In May 2002, the project was stopped for financial reasons; the company had to file bankruptcy. Although no rigid airships are currently used for heavy lifting, hybrid airships are being developed for such purposes. John McPhee’s The Deltoid Pumpkin Seed is the story of one company attempting this.
A small company in Germany is currently examining the possibility of building a cruise airship, for now known as the Zeppelin ET (for Euro Tour); it will be able to carry passengers on week-long cruises at comfort levels and prices comparable to those of luxury sea cruises of similar duration. However, although this airship bears the name „Zeppelin”, it is not a rigid but a semi-rigid airship (even though ‘zeppelin’ has come to be almost a synonym for rigid airship). The project is still in its early stages and nothing practical has resulted as of 2004.
A „Zeppelin NT” airshipIn the 1990s, the successor of the original Zeppelin company in Friedrichshafen, the Zeppelin Luftschifftechnik GmbH, reengaged in airship construction. The first experimental craft (later christened Friedrichshafen) of the type Zeppelin NT flew in September 1997. Though larger than common blimps, the Neue Technologie (new technology) Zeppelins are much smaller than their giant ancestors and not actually Zeppelin-types in the classical sense; they are sophisticated semi-rigids. Apart from the greater payload, their main advantages compared to blimps are higher speed and excellent maneuverability. Meanwhile, several Zeppelin NT have been produced and operated profitably in joyrides, research flights and similar applications.
In June 2004, a Zeppelin NT was sold for the first time to a Japanese company, Nippon Airship Corporation, for tourism and advertising mainly around Tokyo. It was also given a role at the 2005 Expo in Aichi. The aircraft began a flight from Friedrichshafen to Japan, stopping at Geneva, Paris, Rotterdam, Munich, Berlin, Stockholm and other European cities to carry passengers on short legs of the flight. However, Russian authorities denied overflight permission so the airship had to be dismantled and shipped to Japan rather than following the historic Graf Zeppelin flight from Germany to Japan.
Use in Exploration
In November 2005, De Beers, the diamond-mining company, launched an airship exploration program over the remote Kalahari desert. A Zeppelin, loaded with high-tech equipment, is used to find potential diamond mines by scanning the local geography for low-density rock formations — so-called kimberlite pipes. On the 21st of September 2007, the airship was severely damaged by a whirlwind while in Botswana. One crew member, who was on watch aboard the moored craft, was slightly injured but released after overnight observation in hospital.
The history of Zeppelins is of particular interest to stamp collectors. Many nations issued high-denomination Zeppelin stamps, intended for franking of Zeppelin mail. Among the rarest of Zeppelin covers are those carried during the fateful flight of the Hindenburg. An airship museum is planned to open in Suffolk, England.
Zeppelins have been an inspiration to music, cinematography and literature. In 1934, the calypsonian, Attila the Hun recorded „Graf Zeppelin”, commemorating the airship’s visit to Trinidad while on its way from Rio de Janeiro to Chicago for the World Fair. In cinematography, Zeppelins have been depicted several times, including Zeppelin (UK, 1971) a German Zeppelin mission movie in World War I, Darling Lili (US, 1970), The Hindenburg (US, 1975) a disaster film of the ill-fated last trip of LZ 129, and a short appearance in the films The Assassination Bureau (UK 1968), James Bond – A View to a Kill (UK/US, 1985), Indiana Jones and the Last Crusade (US 1989), The Rocketeer (US 1991), Sky Captain and the World of Tomorrow (US 2004), A Very Long Engagement (France 2004) and Flyboys (USA 2007). Zeppelins have also served as an inspiration to the Crimson Skies computer/video game series where the airship is re-imagined as an integral segment of international commerce. Also in Max Brooks’ novel, World War Z (An Oral History of the Zombie War), the United States uses advanced command and control Zeppelins (as a flying command post) to oversee military operation in white zones (ie, areas that have not been completely pacified). Airships also make appearances in some fantasy worlds, usually in the form of a small regular ship lifted to the air by a huge balloon. In the RPG-Series Final Fantasy, there is some kind of airship in every game. In the MMORPG World Of Warcraft, you can take Zeppelin transports from and to certain cities, usually for long distances such as crossing an ocean or an entire continent.
It is often believed that this is how Led Zeppelin got their name.
The steampunk genre of science fiction has adopted the zeppelin as something of a mascot. They are representative of general steampunk themes with their grand scale, Victorian aesthetics, and failure to be put into common use. (See the Captain Bastable trilogy: The Warlord of the Air, The Land Leviathan, and The Steel Tsar by Michael Moorcock).