LZ 130 was the last before the Second World War, entered service in large Zeppelin. He was baptized in 1938 by Count Ferdinand von Zeppelin to “Graf Zeppelin II” and provisionally admitted in the same year. The title “Graf Zeppelin” was already the most successful LZ 127th LZ 130 was a sister ship, the LZ 129 “Hindenburg” and the last large rigid airship. The two ships were identical in broad terms, but in the design and development of the LZ 130 many new insights have been applied. For example, a ballast water recovery system from the outset was first installed in a zeppelin. It was used to condense water from the exhaust gases of the engines to compensate for the weight loss resulted from the fuel consumption. The connection cords between metal shell and skeleton were in winter 1937/38, a conductive coating of graphite to avoid a disaster like the Hindenburg. After the disaster at Lakehurst and the end of the era of transatlantic airship LZ 130 was scrapped on the orders of Hermann Göring in April 1940. Technology •Commissioned: 1938 •Length: 245 meters •Diameter of 41.2 meters •Volume: 200,000 m³ •Empty weight: 114,000 kg •Payload: 105,000 kg •Loading capacity: 70 t with hydrogen utilization / 50 t at helium as carrier gas •max. Speed: 135 km / h •Range: 12,000 km The most striking visual difference between the LZ 129 and LZ 130 was the arrangement of the air screw n During the “Hindenburg” had rear facing pusher propeller at LZ 130 tractor propeller were used. This should be used for this particular to the cooler flow of ballast water extraction plant on the engine cars. Drives The airship was of four 16-cylinder Daimler-Benz diesel engine s each with 588 kW (800 hp) permanent and about 735 kW (1000 bhp) maximum output. This type of engine, LOF 6, was later developed into a standard engine for naval ships and made up in the 1970s under the name of MTU 672nd The engines were reversible, so they could travel forward and backward. Their speed was around 1400 rpm, the air screws about 700 rpm, as they were driven with a gear ratio of 1:2. Various propellers were tested. Including a three-bladed, all-metal screw, the angle of attack could be fixed before driving. Before that rigid four-leaf wooden props were used. Carrier gas Like the LZ 129 “Hindenburg” and LZ 130 was designed for the use of helium as carrier gas. The negotiations with the government of the United States dragged on for long. Political, but also massive foreign exchange and profitability problems on the part of the Deutsche Zeppelin-Reederei (DZR) torpedoed all consultations. (A detailed description of the problems found in the chapter “The problem of the helium question in Germany and the United States” in the book “LZ 130 Graf Zeppelin ‘and the end of the transport airship” by Manfred Bauer and John Duggan.) Overall, there were a number of factors that a supply of helium by the United States ultimately prevented. Already in January 1938 helium vessel were (large gas bottle s) was the German freighter Dessau, Texas Galveston harbor discharged. The U.S. Navy had proven its helium tank truck to fill this container. Only the American Ministry of the Interior Harold Ickes refused an export license in light of the political situation in Germany. Also safeguards intended use of the carrier gas were required. So it never occurred to export helium. Even the 14 lifting gas cells of LZ 130 were refilled with hydrogen. Construction Keel was laid on 23 June 1936 – one main and three skeleton rings were tilted and secured to the roof of the hall. Because the longitudinal beams were fixed, so that a “nucleus” was created. On 14 February 1937, the nose cone was mounted. From February has also begun to apply the envelope. On 6 May 1937 accident, the “Hindenburg”. Since the beginning of 1937 had already been advertised for the maiden voyage to Rio de Janeiro, the 27th for the October 1937 was set. On 15 August 1938 it began to fill the vessel with hydrogen. From the 20th August has started to test motors and electrics, from 22 August was tested the radio. On 14 September 1938, the baptism took place. In contrast to the festivities on the occasion of the baptism of the “Hindenburg” just the circle of the staff of air Zeppelin GmbH and the crew of the Deutsche Zeppelin-Reederei was present at this time. There were no government representatives came only a short greeting message from the Reich Minister of Aviation Field Marshal Goering Eckener brought congratulations. The naming ceremony speech held Eckener. The Air Ministry was LZ 130 on 14 November 1938 for one year until 1 September 1939 “for air transport without passengers and outside of tropical areas” to. Trips LZ 130 “Graf Zeppelin II” took a total of 30 rides. 1 Ride: The maiden voyage took place on 14 September held immediately after the baptism of 7:50 bis 17:30 clock under the leadership of Hugo Eckenerstraße in 1938. It led from Friedrichshafen, among other things Munich, Augsburg and Ulm back to the starting point. There were 925 kilometers traveled. There were 74 people, including representatives of the Air Ministry, the German Research Institute for Aviation, the air Zeppelin GmbH, the Deutsche Zeppelin-Reederei and test technicians and engineers on board. The engines were started only after the airship reached an altitude of about 100 meters. Eckener described the trip as “satisfactory” and “successful”. 2 Ride: The second trip of over 26 hours of continuous testing was also a driving under Eckener and Captain von Schiller with a total of 85 people on board. It started on 17 September 1938 morning at 8:08 clock. The morning was spent on Lake Constance with different measurements. Around noon, the flight began after the North (Stuttgart 12:15 – 13:15 Frankfurt – Eisenach – Eisleben). Towards evening, Berlin was reached. After several rounds at low altitude driving in the direction of Hamburg was continued. About the Außenelbe more votes and experiments were performed. Then it was on a direct course towards Minden via Frankfurt, then towards Lake Constance. There still had a large loop over Friedrichshafen be driven, as the port was in the fog. At 10:17 clock, after 2388 km route, landed at LZ 130 and was brought back into the hall shortly Löwenthaler Ago 11 clock. 3 Ride: 22 September 1938 08:13 bis 19:30 clock, third test drive – 1215-kilometer loop via Munich and Vienna and back again 4 Ride: 25 September 1938 starting at 11 clock under Captain Hans von Schiller (approximately 7 hours, 764 km, 40 crew, 34 passengers and technicians). There were tests held in maximum height. Almost the entire ride was about 2000 meters in height, without having to drain a lot of gas. Furthermore, electric air tests were performed. 5 Ride: 27 September 1938 eleven hours of driving time, on behalf of the Ministry of Aviation’s (RLM). On the flight and the airship port Rhein-Main, a beacon was erected. Efforts should be made to conduct a radio feed. The hazy air hindered the attempts despite good weather. The wireless charging is not managed properly – these problems also occurred in later experiments. It was also the first successes with the ballast water recovery system. There were 3.5 tons of ballast water are recovered and the engines were much calmer by the sound insulating effect of the plant. 6 Ride: 28 September 1938 another test drive on behalf of the RLM under Captain velvet. Among other things, it should be investigated whether static discharges to the misfortune of LZ 129 “Hindenburg” have done. To this trip was conducted separately in a thunderstorm weather. Driving at normal weather conditions produced no usable results. The ship was driven into the storm unprall font to avoid the escape of hydrogen gas through the pressure relief valves. The trip took almost 26 hours, it was covered over 2500 kilometers. The ballast water recovery system met the expectations of engineers produced by about nine tons of water. 7 Ride: 31 October 1938 starting at 2:15 clock under Captain velvet. This was the last trip of LZ 130 decrease, while the transfer to the airport and airship port Frankfurt. The landing took place after nearly 25 hours, over 2100 km at 15:10 clock. The airship and the crew were greeted by Gauleiter Sprenger on the new home port. After this trip LZ 130 was on 14 November 1938 the “airship registration certificate”. Thus it was approved for air transport, and was entered into the German aircraft role, but under the restriction to be able to transport any passengers. 8 Trip: “Sudetenlandfhart” – This journey was performed at the direction of the Propaganda Ministry. After the referendum by a large majority for Hitler and the Nazi propaganda many means have been exhausted, this included a Zeppelin ride over the “liberated areas”. There were 62 crew members and seven passengers, including German military personnel on board. The launch took place on 2 December 1938, shortly after 10 clock. About Reichenberg, the capital of the Sudetenland, hovering just above the LZ 130 at the time of the visit of Hitler, were small parachutes with swastika flags and leaflets with the slogan “Your YES the leader!” dropped. From the speakers of LZ 130 sounded music and Nazi propaganda for the election on 4 December upcoming elections. Then LZ 130 drove to the airport Reichenberg and dropped 663 kg post. The onward journey was hampered by poor weather nascent, so it was decided after some time to reverse. After they had left the Sudetenland, the ship ran into low cloud and snow showers. There was also freezing. Later struck by the propeller blades breaking off pieces of ice, the outer skin of the airship. However, the damage was repaired immediately by the crew. 17:46 clock the Zeppelin sat in gusty wind problems and was taken to the airship hangar. 9 Ride Home 13 January 1939 at 9:08 clock under Captain velvet, various attempts have been carried out. During seven hours 523 km have been completed. 10th Ride Home 13 April 1939. There were other radio and trying Spähkorb performed. The trip took about 30 hours, during almost 2700 km were covered. 11th Ride Home 15 Juni 1939. Duration: 28 hours, 2800 km route. 12th and 13 Trip: “My journey Inge”; 2 Juli 1939. 18:40 clock landing on the airfield Meiningen, Start: 19:22 clock back to Frankfurt. 14th and 15 Trip: “Leipzig trip”; 9 July 1939, inter alia, Landing in Leipzig Mockau with postal delivery. 16th Trip: “Northseafaring”; Beginning: 12 July 1939 22:25 clock. 17th and 18 Trip: “Görlitz ride”; start: 16 August 1939 00:34 clock under Captain velvet. 19th to 21 Trip: “Bielefeld – Muenster ride”. 22, and 23 Trip: “Kassel ride”. 24th Ride: The “spy ride” was with a duration of 48 hours and a distance traveled of 4203 km, the longest drive, the LZ 130 undertook. The main objective of this trip was to collect information on the British radar system (Chain Home). And there came the airship in relative proximity to the British east coast north to the Shetland Islands and back. On board were 45 crew members and “28 people for the measurements.” It was started on 2 August 1939 at 20:53 clock. In the memoirs of Albert velvet (“My life for the Zeppelin”, written by Ernst Breuning) this journey is described in the chapter “Using LZ 130 Graf Zeppelin on radio monitoring and radiolocation ride”. 25th and 26 Trip: “Würzburg ride”; 5 August 1939. 27th and 28 Trip: “Egerfahrt”; 13 August 1939. 29th and 30 Ride: The last ride, called Essen / Mülheim-drive, was held on 20 August 1939 instead, with start and destination Frankfurt am Main as well as a stopover at the Airshow at the Essen / Mülheim airport, under the leadership of Albert velvet. This trip (landing at 21:38 clock on August 20, 1939) marked the end of large airships. Decommissioning The end of August the ship with reasons imminent threat of war was taken out of service. The gas cells were at first September 1939 cleared and prepared the ship for a longer time spent in the airship hangar. It work done to preserve the ship and be available for re-commissioning. These were set in January 1940. Dismantling of LZ 127, LZ 130 and LZ 131 On 4 April 1940 was enacted “131 and utilization of warehouses at the airport Rhein-Main scrapping of LZ 127, LZ 130 and LZ” by Hermann Goering to the written order. Of LZ 131 then existed in Friedrichshafen shipyard already some skeleton parts. In the 1950s, LZ 131 was based on a study of a new edition of the airship concept. Referred to as LZ 132 project was never realized. 8 April 1940 has started work on 27 April it was announced on the implementation of scrapping. The demolition of hangars by a pioneer unit (PionierBtl 157) of the Wehrmacht took place on 6 May 1940 the third anniversary of the disaster at Lakehurst, crashed in the LZ 129 “Hindenburg” and 36 people died.
Posted on: Thu, 13 Nov 2014 00:05:38 +0000
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