British Airships, Past, Present, and Future

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George Whale

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Title: British Airships, Past, Present, and Future

Author: George Whale

Posting Date: August 16, 2008 [EBook #762]

Release Date: November, 1996

Language: English

*** START OF THIS PROJECT GUTENBERG EBOOK BRITISH AIRSHIPS, PAST/PRESENT/FUTURE ***

Produced by Dianne Bean. HTML version by Al Haines.

British Airships: Past, Present and Future

by

George Whale

(Late Major, R.A.F.)

CHAPTER I

INTRODUCTION

CHAPTER II

EARLY AIRSHIPS AND THEIR DEVELOPMENT

TO THE PRESENT DAY

CHAPTER III

BRITISH AIRSHIPS BUILT BY PRIVATE FIRMS

CHAPTER IV

BRITISH ARMY AIRSHIPS

CHAPTER V

EARLY DAYS OF THE NAVAL AIRSHIP SECTION--PARSEVAL AIRSHIPS,

ASTRA-TORRES TYPE, ETC.

CHAPTER VI

NAVAL AIRSHIPS: THE NON-RIGIDS--

         S.S. TYPE

         COASTAL AND C STAR AIRSHIPS

         THE NORTH SEA AIRSHIP

CHAPTER VII

NAVAL AIRSHIPS: THE RIGIDS

         RIGID AIRSHIP NO. 1

         RIGID AIRSHIP NO. 9

         RIGID AIRSHIP NO. 23 CLASS

         RIGID AIRSHIP NO. 23 X CLASS

         RIGID AIRSHIP NO. 31 CLASS

         RIGID AIRSHIP NO. 33 CLASS

CHAPTER VIII

THE WORK OF THE AIRSHIP IN THE WORLD WAR

CHAPTER IX

THE FUTURE OF AIRSHIPS

CHAPTER I

INTRODUCTION

Lighter-than-air craft consist of three distinct types: Airships, which are by far the most important, Free Balloons, and Kite Balloons, which are attached to the ground or to a ship by a cable. They derive their appellation from the fact that when charged with hydrogen, or some other form of gas, they are lighter than the air which they displace. Of these three types the free balloon is by far the oldest and the simplest, but it is entirely at the mercy of the wind and other elements, and cannot be controlled for direction, but must drift whithersoever the wind or air currents take it. On the other hand, the airship, being provided with engines to propel it through the air, and with rudders and elevators to control it for direction and height, can be steered in whatever direction is desired, and voyages can be made from one place to another--always provided that the force of the wind is not sufficiently strong to overcome the power of the engines. The airship is, therefore, nothing else than a dirigible balloon, for the engines and other weights connected with the structure are supported in the air by an envelope or balloon, or a series of such chambers, according to design, filled with hydrogen or gas of some other nature.

It is not proposed, in this book, to embark upon a lengthy and highly technical dissertation on aerostatics, although it is an intricate science which must be thoroughly grasped by anyone who wishes to possess a full knowledge of airships and the various problems which occur in their design. Certain technical expressions and terms are, however, bound to occur, even in the most rudimentary work on airships, and the main principles underlying airship construction will be described as briefly and as simply as is possible.

The term lift will appear many times in the following pages, and it is necessary to understand what it really means. The difference between the weight of air displaced and the weight of gas in a balloon or airship is called the gross lift. The term disposable, or nett lift, is obtained by deducting the weight of the structure, cars, machinery and other fixed weights from the gross lift. The resultant weight obtained by this calculation determines the crew, ballast, fuel and other necessities which can be carried by the balloon or airship.

The amount of air displaced by an airship can be accurately weighed, and varies according to barometric pressure and the temperature; but for the purposes of this example we may take it that under normal conditions air weighs 75 lb. per 1,000 cubic feet. Therefore, if a balloon of 1,000 cubic feet volume is charged with air, this air contained will weigh 75 lb. It is then manifest that a balloon filled with air would not lift, because the air is not displaced with a lighter gas.

Hydrogen is the lightest gas known to science, and is used in airships to displace the air and raise them from the ground. Hydrogen weighs about one-fifteenth as much as air, and under normal conditions 1,000 cubic feet weighs 5 lb. Pursuing our analogy, if we fill our balloon of 1,000 cubic feet with hydrogen we find the gross lift is as follows:

1,000 cubic feet of air weighs 75 lb.

1,000 cubic feet of hydrogen weighs 5 lb.

------

The balance is the gross lift of the balloon 70 lb.

It follows, then, that apart from the weight of the structure itself the balloon is 70 lb. lighter than the air it displaces, and provided that it weighs less than 70 lb. it will ascend into the air.

As the balloon or airship ascends the density of the air decreases as the height is increased. As an illustration of this the barometer falls, as everyone knows, the higher it is taken, and it is accurate to say that up to an elevation of 10,000 feet it falls one inch for every 1,000 feet rise. It follows that as the pressure of the air decreases, the volume of the gas contained expands at a corresponding rate. It has been shown that a balloon filled with 1,000 feet of hydrogen has a lift of 70 lb. under normal conditions, that is to say, at a barometric pressure of 80 inches. Taking the barometric pressure at 2 inches lower, namely 28, we get the following figures:

1,000 cubic feet of air weighs 70 lb.

1,000 cubic feet of hydrogen weighs 4.67 "

---------

65.33 lb.

It is therefore seen that the very considerable loss of lift, 4.67 lb. per 1,000 cubic feet, takes place with the barometric pressure 2 inches lower, from which it may be taken approximately that 1/30 of the volume gross lift and weight is lost for every 1,000 feet rise. From this example it is obvious that the greater the pressure of the atmosphere, as indicated by the barometer, the greater will be the lift of the airship or balloon.

Temperature is another factor which must be considered while discussing lift. The volume of gas is affected by temperature, as gases expand or contract about 1/500 part for every degree Fahrenheit rise or fall in temperature.

In the case of the 1,000 cubic feet balloon, the air at 30 inches barometric pressure and 60 degrees Fahrenheit weighs 75 lb., and the hydrogen weighs 5 lb.

At the same pressure, but with the temperature increased to 90 degrees Fahrenheit, the air will be expanded and 1,000 cubic feet of air will weigh only 70.9 lb., while 1,000 cubic feet of hydrogen will weigh 4.7 lb.

The lift being the difference between the weight of the volume of air and the weight of the hydrogen contained in the balloon, it will be seen that with the temperature at 60 degrees Fahrenheit the lift is 75 lb. - 5 lb. = 70 lb., while the temperature, having risen to 90 degrees, the lift now becomes 70.9 lb. - 4.7 lb. = 66.2 lb.

Conversely, with a fall in the temperature the lift is increased.

We accordingly find from the foregoing observations that at the start of a voyage the lift of an airship may be expected to be greater when the temperature is colder, and the greater the barometric pressure so will also the lift be greater. To put this into other words, the most favourable conditions for the lift of an airship are when the weather is cold and the barometer is high.

It must be mentioned that the air and hydrogen are not subject in the same way to changes of temperature. Important variations in lift may occur when the temperature of the gas inside the envelope becomes higher, owing to the action of the sun, than the air which surrounds it. A difference of some 20 degrees Fahrenheit may result between the gas and the air temperatures; this renders it highly necessary that the pilot should by able to tell at any moment the relative temperatures of gas and air, as otherwise a false impression will be gained of the lifting capacity of the airship.

The lift of an airship is also affected by flying through snow and rain. A considerable amount of moisture can be taken up by the fabric and suspensions of a large airship which, however, may be largely neutralized by the waterproofing of the envelope. Snow, as a rule, is brushed off the surface by the passage of the ship through the air, though in the event of its freezing suddenly, while in a melting state, a very considerable addition of weight might be caused. There have been many instances of airships flying through snow, and as far as is known no serious difficulty has been encountered through the adhesion of this substance. The humidity of the air may also cause slight variations in lift, but for rough calculations it may be ignored, as the difference in lift is not likely to amount to more than 0.3 lb. per 1,000 cubic feet of gas.

The purity of hydrogen has an important effect upon the lift of an airship. One of the greatest difficulties to be contended with is maintaining the hydrogen pure in the envelope or gasbags for any length of time. Owing to diffusion gas escapes with extraordinary rapidity, and if the fabric used is not absolutely gastight the air finds its way in where the gas has escaped. The maximum purity of gas in an airship never exceeds 98 per cent by volume, and the following example shows how greatly lift can be reduced:

Under mean atmospheric conditions, which are taken at a temperature of 55 degrees Fahrenheit, and the barometer at 29.5 inches, the lift of 1,000 cubic feet of hydrogen at 98 per cent purity is 69.6 lb. Under same conditions at 80 per cent purity the lift of 1,000 cubic feet of hydrogen is 56.9 lb., a resultant loss of 12.9 lb. per 1,000 cubic feet.

The whole of this statement on lift can now be condensed into three absolute laws:

1. Lift is directly proportional to barometric pressure.

2. Lift is inversely proportional to absolute temperature.

3. Lift is directly proportional to purity.

AIRSHIP DESIGN

The design of airships has been developed under three distinct types, the Rigid, the Semi-Rigid, and the Non-Rigid.

The rigid, of which the German Zeppelin is the leading example, consists of a framework, or hull composed of aluminium, wood, or other materials from which are suspended the cars, machinery and other weights, and which of itself is sufficiently strong to support its own weight. Enclosed within this structure are a number of gas chambers or bags filled with hydrogen, which provide the necessary buoyancy. The hull is completely encased within a fabric outer cover to protect the hull framework and bags from the effects of weather, and also to temper the rays of the sun.

The semi-rigid, which has been exploited principally by the Italians with their Forlanini airships, and in France by Lebaudy, has an envelope, in some cases divided into separate compartments, to which is attached close underneath a long girder or keel. This supports the car and other weights and prevents the whole ship from buckling in the event of losing gas. The semi-rigid type has been practically undeveloped in this country.

The non-rigid, of which we may now claim to be the leading builders, is of many varieties, and has been developed in several countries. In Germany the chief production has been that of Major von Parseval, and of which one ship was purchased by the Navy shortly before the outbreak of war. In the earliest examples of this type the car was slung a long way from the envelope and was supported by wires from all parts. This necessitated a lofty shed for its accommodation as the ship was of great overall height; but this difficulty was overcome by the employment of the elliptical and trajectory bands, and is described in the chapter dealing with No. 4.

A second system is that of the Astra-Torres. This envelope is trilobe in section, with internal rigging, which enables the car to be slung very close up to the envelope. The inventor of these envelopes was a Spaniard, Senor Torres Quevedo, who manufactured them in conjunction with the Astra Company in Paris. This type of envelope has been employed in this country in the Coastal, C Star, and North Sea airships, and has been found on the whole to give good results. It is questionable if an envelope of streamline shape would not be easier to handle, both in the air and on the landing ground, and at present there are partisans of both types.

Thirdly, there is the streamline envelope with tangential suspensions, which has been adopted for all classes of the S.S. airship, and which has proved for its purpose in every way highly satisfactory.

Of these three types the rigid has the inherent disadvantage of not being able to be dismantled, if it should become compelled to make a forced landing away from its base. Even if it were so fortunate as