The Romance of Aircraft Part 3

In 1851, Giffard had constructed a small steam engine, of about three horsepower, and weighing only 100 pounds. He thought it could be used for driving a balloon, and with the aid of a couple of friends he set to work building an airs.h.i.+p, which was somewhat the shape of a cigar, pointed at the ends. It was 144 feet long and 40 feet in diameter at its thickest part, and it held 88,000 cubic feet of gas. Over the envelope was spread a net from which a heavy pole was suspended by ropes. At the end of this pole, or keel, as Giffard called it, was a triangular sail which acted as a rudder. Twenty feet below the pole hung the car, in which was the steam motor and propeller.

With this new means of driving the propeller, the dirigible began to show signs of proving a success, although as yet it could not develop any very great speed. One reason was that the engine was too heavy in proportion to the power it generated. Giffard's airs.h.i.+p under the most favorable conditions could only go at from four to five miles an hour, when there was no wind.

One of the problems Giffard had to solve was that of preventing an explosion of the gas escaping through the neck of the balloon, as it came in contact with the heat of the engine. To avoid this, he placed a piece of wire gauze, similar to that used in safety lanterns, in front of the stokehole and the smoke of the furnace was allowed to escape through a chimney at one corner of the car, pointing downwards.

Giffard's second airs.h.i.+p, of somewhat different design, was destroyed by an accident on its very first trip. He at once began working on a design for a giant airs.h.i.+p, which was to be 1,970 feet long, and 98 feet in diameter at the middle. The motor was to weigh 30 tons, and he estimated that the airs.h.i.+p would fly at 40 miles an hour. He worked out the scheme in every detail, but owing to the expense the dirigible was never made.

The first "military dirigible" ever built was that constructed by Dupuy de Lome for the French government during the siege of Paris, and tried out in 1872. Its propeller was driven by a crew of eight men, a very curious proceeding, since the steam engine had been successfully tried.

A dirigible which was almost modern in design was meanwhile being constructed by Paul Haenlein in Germany, and made its appearance in 1872. It was long and cylindrical, with pointed ends, the car placed close to the balloon envelope, to give a very rigid connection. Its really noteworthy feature was the gas engine, replacing the steam engine that Giffard had used as a means of driving the propeller. The gas for the engine was taken from the balloon itself and the loss was made good by pumping air into the air-bags. The balloon envelope held 85,000 cubic feet of gas, and of this the engine consumed 250 cubic feet an hour.

This dirigible, on trial trips, attained a very fair speed, which would have been greater had hydrogen gas been used in the envelope instead of ordinary gas. But lack of funds prevented further experiment, and Haenlein had to abandon his attempts.

Ten years now pa.s.sed before the next notable effort at dirigible construction. The delay was probably due to the fact that no suitable driving power was yet known. In 1882 the famous French aeronauts Gaston and Albert Tissandier constructed an airs.h.i.+p somewhat similar to Giffard's models, but containing an electric motor. But although this dirigible cost 2,000 or almost $10,000 to build, it had the same fault as all that preceded it; it could not develop speed. The problem of finding an engine of sufficiently light weight and high power was a difficult one, which has not to-day been wholly solved.

The public generally had begun to think of the dirigible balloon as impractical and impossible, when in 1884 came the startling news that two French officers, named Renard and Krebs, had performed some remarkable feats in a balloon of their own design. An electric motor of 8-1/2 horsepower drove the propeller.

Several details of this dirigible are extremely interesting. The axis on which the propeller blades were fixed could be lifted in order to prevent them from being injured in case of a sudden drop. A trail rope was also used so as to break the shock which might result from a sudden fall. At the back between the car and the balloon was fixed the rudder, of unusual design, consisting of two four-sided pyramids with their bases placed together.

Renard and Krebs christened their dirigible "La France," and on August 9, 1884, they gave it its first public tryout near Chalais, with great success. They traveled some distance against the wind, turned and came back covering a distance of about 5 miles in 23 minutes. Never before had a balloon been able to make a trip and return to the place of its ascension.

But in spite of the success of Renard and his comrade, construction of dirigibles in France paused for sometime, and it was in Germany that the next attempts were made.

In 1880, a cigar-shaped dirigible, equipped with a benzine motor was demonstrated in Leipsic. It had been built the year before by Baumgarten and Wolfert. At its sides it had "wings" or sails and three cars were suspended from it instead of one. This airs.h.i.+p met with a serious accident on its very first trip. A pa.s.senger in one of the cars destroyed the balance, the whole thing toppled over and crashed to the earth, the occupants miraculously escaping injury.

Not long afterward Baumgarten died. Wolfert constructed a new dirigible of his own design containing a benzine motor in which he ascended from the Tempelhofer Feld, near Berlin, in June, 1897. Wolfert had neglected to provide against contact of the gas escaping from the envelope with the heated fumes from the engine. An explosion took place in mid-air, and the machine fell to earth in a ma.s.s of flames, killing Wolfert and the other occupant.

[Ill.u.s.tration: GIFFARD'S AIRs.h.i.+P]

Next in the long series of attempts came that of an Austrian named David Schwartz, who designed a dirigible with one entirely new feature: a rigid aluminum envelope. This balloon had a petrol engine. It was tried out in Berlin in 1897, but an accident to the propellers brought it cras.h.i.+ng to the ground. Its occupant jumped for his life and barely escaped killing.

Up to this time there is little to record in dirigible history but a long series of valiant attempts and failures, punctuated all too frequently by grewsome disasters. But the nineteenth century was drawing to a close, the twentieth century with its era of mechanical triumphs was at hand, and the time was ripe for those champions of the dirigible to appear who should make it a potent factor in modern warfare.

[Ill.u.s.tration: SANTOS-DUMONT ROUNDING THE EIFFEL TOWER]

Almost at the same time there stepped into the limelight of public interest two men, representing Germany and France, whose names are now famous in the aeronautic world. In 1898 there appeared in Paris a young Brazilian named Santos-Dumont, who began constructing a series of dirigibles whose success astounded the authorities.

In exactly the same year Count von Zeppelin, in Germany, formed a limited liability company for the purpose of raising funds for airs.h.i.+p construction. His first dirigible balloon was the longest and biggest that had ever been built. Although the envelope was not, like Schwartz's dirigible, of solid aluminum, it was practically rigid, for it was made by stretching a linen and silk covering over an aluminum framework.

Zeppelin's first airs.h.i.+p had two cars, with a motor in each, giving about 30 horsepower. On its trial trips it made a better speed than had yet been attained.

With the experience he had gained Zeppelin set to work on a new design.

It was five years before he secured enough funds for its construction, but it was finally ready in 1905. The most important improvement was in the motors, which were as light in weight as those of the first dirigible but had a greatly increased power. As before, there were two cars, with an 80 horsepower motor in each.

Even this airs.h.i.+p, in spite of its greater speed, was not an unqualified success, for it was discovered that it had too great a lifting power, so that when launched it rose at once to a height of about 1500 feet, and was impossible to operate at a lower level.

Santos-Dumont, meanwhile, in Paris, had been performing feats of aeronautics which had made him the acknowledged "hero of the air."

Santos-Dumont was probably far from being the scientific student of balloon construction that Zeppelin was, but while his dirigibles did not attain a great speed or represent a tremendous advance in actual theory, his public performances served one great purpose, they aroused the ardor and enthusiasm of the whole French people and of many in other countries for the sport of ballooning. Santos-Dumont had great wealth, and a sportsman's courage. He constructed in all 14 dirigibles, each time seizing upon the experience he had gained and incorporating it into a new model, casting aside the old.

Santos-Dumont's airs.h.i.+ps were altogether different from those of Zeppelin. While Zeppelin's had an inner framework to maintain the shape of the envelope, Santos-Dumont depended entirely on the linen air bags, placed inside the balloon, which as it became flabby through loss of gas, could be pumped full of air to hold the envelope in place. His balloons were either long and cylindrical with pointed ends, "cigar-shaped," or else "egg-shaped," with ends rounded.

In spite of all the curious accidents that beset this young Brazilian on his early trips, in the vicinity of Paris, he was never once deterred from his efforts. He almost lost his life several times in his first airs.h.i.+p, but he profited by the mistakes of construction in building the second. His dirigibles increased in size as he installed in each successive model a more powerful and consequently heavier motor, requiring greater lifting power.

In his third balloon Santos-Dumont ascended from the Champ de Mars in Paris and circled the Eiffel Tower amid the cheers of thousands of onlookers, finally descending in an open field outside Paris.

Public interest was now thoroughly aroused. A prize of 4,000 was offered by Monsieur Deutsch to the aeronaut who could circle the Eiffel Tower and return to the starting-point at Saint Cloud within half an hour. Santos-Dumont attempted this with his 4th and 5th machines, but it was not until he built his 6th model that he finally accomplished it.

The Brazilian government sent him a gold medal and an additional 5,000 with which to build new balloons.

Number 9 was the most popular of all Santos-Dumont's machines. He became the idol of the French public, whom he was always surprising with his spectacular and unlooked-for adventures. During the races at Longchamps he descended on the race course, stayed to view the performance, then mounted in his car and rode away. He amazed the pa.s.sersby by alighting before his own front door in Paris where he left his airs.h.i.+p while he went and ate breakfast. He sailed up opposite the grandstand when President Loubet was reviewing the French troops, fired a salute, and as unexpectedly departed.

Santos-Dumont's power of escape from death seems almost uncanny but it was due to his coolness in facing any situation. In the majority of his airs.h.i.+ps he used a petroleum motor, and with this there is considerable danger of the petroleum in the reservoir catching fire. On one occasion a fire did start, but he succeeded in extinguis.h.i.+ng it with his panama hat. Among all his mishaps, including that of falling into the Mediterranean Sea, he never really had a serious explosion.

Another young Brazilian, however, named Severo, was killed in a dirigible of his own construction, when the petroleum in the engine caught fire. He ascended in May, 1902, in a balloon which he called the _Pax_. His car was seen suddenly to burst in flames, a violent explosion followed, and the whole thing crashed to earth.

Santos-Dumont placed his last three dirigibles at the disposal of the French military authorities. Actually he had not developed a type suitable for military use. But his public performances had aroused intense popular interest and had succeeded in opening the eyes of the French authorities to the possibilities of the airs.h.i.+p in time of war.

His remarkable aerial feats had attracted the attention in particular of two Frenchmen of his own fine metal and courage, who from this time forth left no stone unturned to excel him in his achievements.

CHAPTER II

FORERUNNERS OF THE ALLIED DIRIGIBLES

It is to the two French brothers Lebaudy that France and the Allies owe the credit for the development of the big military dirigible such as is used in the present War. These brothers were wealthy and full of enthusiasm for aeronautics. From a distance they had watched the achievements of Santos-Dumont and they determined to expend every possible effort to excel him in the construction of dirigibles. In 1899 they commissioned an experienced engineer named Jouillot to make a study of the problem, to discover if possible why previous experimenters had failed to produce a model of satisfactory speed and power, and to draw up designs for an airs.h.i.+p which should correct the faults of those already known.

It took two years before a finger could be lifted toward the actual building, but finally in 1901 the work of constructing the first Lebaudy airs.h.i.+p commenced. It was ready for a tryout in November, 1902. The envelope was of bright yellow calico: it was cigar-shaped, 187 feet long and 32 feet in diameter. The envelope was fastened at the bottom to a rigid floor-work of steel tubing and from this the car was suspended.

The dirigible was fitted with a 40 horse power benzine motor; and its total weight, including a supply of benzine, water and ballast, was two and one-half tons.

During the next year this dirigible made at least 30 trips, at very fair speed. Meanwhile the builders were studying it in every detail, working out ideas for improvements and drawing up plans for their next model. In 1904 they built their second airs.h.i.+p. It was somewhat longer than the first and about the same shape, but the pointed end at the rear had been rounded off. Calico was again used for the covering of the envelope, and it was made absolutely air-tight by coating it inside and out with rubber. Besides the main valve there were safety valves in the envelope for allowing the gas to escape when the pressure became too great. The envelope was also provided with two small windows, so that the inside of the balloon could be easily inspected. It had sails to give it greater stability, and two movable sail-like rudders, placed together at a V-shaped angle. The driver could alter the position of the sails and the rudder according to the wind.

The car of this Lebaudy airs.h.i.+p was boat-shaped with a flat bottom. To diminish the shock in case of a fall steel tubing was placed in a slanting position beneath it in a pyramid arrangement, the point facing downwards. The car was set very close to the envelope or body of the airs.h.i.+p, and carried the 40 horse power benzine engine. At the front of the car was an electrically worked camera, a 1,000,000 candle power acetylene projector providing lighting by night.

Many improvements were later added to this second dirigible which was christened the _Lebaudy_. The interest of the French Minister of War was aroused and he appointed a commission from the Balloon Corps to follow the progress of the experiments.

Every one now began to look upon the dirigible as a factor to be reckoned with in the event of a war. The Lebaudy brothers offered their airs.h.i.+p to the French government, and after it had accomplished a series of tests to prove its value as an instrument of war, it was accepted, and became a model for later airs.h.i.+p construction.

Germany was not far behind, for already Count von Zeppelin's second airs.h.i.+p had proved itself a success, and plans were being laid for a third. From this time on the two European nations destined to become powerful adversaries in the World War, though working along somewhat different lines, kept almost neck and neck in their struggle for air supremacy.

The French military balloon department began at once the work of constructing an airfleet with the _Lebaudy_ as a model and with the engineer Jouillot as chief adviser, this work went forward with great rapidity. The _Lebaudy_ was followed in design pretty closely, but a few changes were made which experience had suggested. For one thing the balloon envelope was rounded at the front and pointed at the rear, exactly the reverse of the Lebaudy model, as this arrangement was thought to offer less resistance to the air. It had an internal air-bag or ballonet whose capacity was one-fifth that of the envelope. This ballonet was of course empty on the ascent. It was calculated that the balloon could reach a height of about a mile. To descend, gas would then be allowed to escape, and, in order to keep the envelope fully inflated, air would be pumped into the ballonet.

This first type of dirigible actually constructed by the French army was called the _Patrie_. It was 197 feet long and carried a benzine motor of from 30 to 40 horse power, which drove the two double-bladed steel propellers. As in the case of the _Lebaudy_, the _Patrie_ was protected from injury by a strong steel framework, coming to a point below the car. In case of a sudden drop, this point would strike the ground first and ward off the blow from the car, and the propellers. Good as this plan _seemed_, it did not always work. The _Patrie_, after many successful journeys, met with an accident to her motor, escaped her guard of soldiers and drifted off alone. She crossed the English Channel and fell in Ireland, breaking off her propeller. Before she could be captured she rose again into the air, drifted out over the sea and was never again heard from.

M. Deutsch, who had done so much to encourage the efforts of Santos-Dumont, stepped forward in the emergency and offered the French government his airs.h.i.+p the _Ville de Paris_. This had been designed for him by an engineer named Tatin. It was 200 feet long, made of German Continental Rubber Fabric, and, like the _Patrie_, had an internal air-bag of one-fifth its capacity. In one important respect it was different from those that preceded it. At its stern it had eight small cylinders, or ballonets, filled with gas, which added greatly to its stability, though they detracted from its speed by causing a considerable resistance to the air.

While the car of the _Patrie_ was about 16 feet long, this new airs.h.i.+p had a car measuring 115 feet, and the propeller was at the _front_, so that as it revolved it _drew_ rather than _pushed_ the car through the air. A propeller of this sort is termed a "tractor," and figures to-day in many models of aircraft.

During these years of experiment in France, England and America had looked on in comparative idleness. In 1902 England did indeed possess one small airs.h.i.+p, designed by Colonel Templer of the Army Balloon Department, and christened the _Nulli Secundus_ (_Second to None_). She was "sausage shaped:" rounded at the front and pointed at the stern with a peculiar rudder design. Her car was boat-shaped and her propellers were aluminum, both revolving in the same direction, which gave her a curious tendency to "somersault." In spite of their "baby" dirigible's rather pretentious t.i.tle, the military authorities, and the English public in general, evidently took slight store in the infant prodigy, for from 1902 to 1908, she only came out of her shed for a few short trips. In 1908 she was completely remodelled, and emerged for a trial trip. But neither the government nor the public seemed interested in Colonel Templer's schemes. The valiant little pioneer s.h.i.+p of England's airfleet went back to her sheds, resigning herself to obscurity.