British Airships, Past, Present, and Future · Chapter 47Rigid Airship No. 33 Class
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September 24th, 1916, is one of the most important days in the history of rigid airship design in this country; on this date the German Zeppelin airship L 33 was damaged by gunfire over London, and being hit in the after gasbags attempted to return to Germany. Owing to lack of buoyancy she was forced to land at Little Wigborough, in Essex, where the crew, having set fire to the ship, gave themselves up. Although practically the entire fabric of the ship was destroyed, the hull structure most fortunately remained to all intents and purposes intact, and was of inestimable value to the design staff of the Admiralty, who measured up the whole ship and made working drawings of every part available.
During this year other German rigid airships had been brought down, namely L 15, which was destroyed at the mouth of the Thames in April, but which was of an old type, and from which little useful information was obtained; and also the Army airship L.Z. 85, which was destroyed at Salonica in the month of May. A Schutte-Lanz airship was also brought down at Cuffley, on September 2nd, and afforded certain valuable details.
All these ships were, however, becoming out of date; but L 33 was of the latest design, familiarly called the super-Zeppelin, and had only been completed about six weeks before she encountered disaster.
In view of the fact that the rigid airships building in this country at this date, with the exception of the wooden Schutte-Lanz ships were all based on pre-war designs of Zeppelin airships, it can be readily understood that this latest capture revolutionized all previous ideas, and to a greater extent than might be imagined, owing to the immense advance, both in design and construction, which had taken place in Germany since 1914.
All possible information having been obtained, both from the wreck of the airship itself and from interrogation of the captured crew, approval was obtained, in November of the same year, for two ships of the L 33 design to be built; and in January, 1917, this number was increased to five.
It was intended originally that these ships should be an exact facsimile of L 33; but owing to the length of time occupied in construction later information was obtained before they were completed, both from ships of a more modern design, which were subsequently brought down, and also from other sources. Acting on this information, various improvements were embodied in R 33 and R 34, which were in a more advanced state; but in the case of the three other ships the size was increased, and the ships, when completed, will bear resemblance to a later type altogether.
As a comment on the slowness of construction before mentioned, the fact that while we in this country were building two ships on two slips, Germany had constructed no fewer than thirty on four slips, certainly affords considerable food for reflection.
The two airships of this class having only just reached a state of completion, a detailed description cannot be given without making public much information which must necessarily remain secret for the present. Various descriptions have, however, been given in the daily and weekly Press, but it is not intended in the present edition of this book to attempt to elaborate on anything which has not been already revealed through these channels.
It is regrettable that so much that would be of the utmost interest has to be omitted; but the particulars which follow will at any rate give sonic idea of the magnitude of the ship and show that it marks a decided departure from previous experiments and a great advance on any airship before constructed in Great Britain.
It is also a matter for regret that these two ships were not completed before the termination of hostilities, as their capabilities would appear to be sufficient to warrant the expectations which have been based on their practical utility as scouting agents for the Grand Fleet.
In all its main features the hull structure of R 33 and R 34 follows the design of the wrecked German Zeppelin airship L 33. The hull follows more nearly a true streamline shape than in the previous ships constructed of duralumin, in which a great proportion of the total length was parallel-sided. The Germans adopted this new shape from the Schutte-Lanz design and have not departed from this practice. This consists of a short parallel body with a long rounded bow and a long tapering stem culminating in a point. The overall length of the ship is 643 feet with a diameter of 79 feet and an extreme height of 92 feet.
The type of girders in this class has been much altered from those in previous ships. The hull is fitted with an internal triangular keel throughout practically the entire length. This forms the main corridor of the ship, and is fitted with a footway down the centre for its entire length. It contains water ballast and petrol tanks, bomb stowage and crew accommodation and the various control wires, petrol pipes and electric leads are carried along the lower part.
Throughout this internal corridor runs a bridge girder, from which the petrol and water ballast tanks are supported. These tanks are so arranged that they can be dropped clear of the ship.
Amidships is the cabin space with sufficient room for a crew of twenty-five. Hammocks can be slung from the bridge girder before mentioned.
In accordance with the latest Zeppelin practice, monoplane rudders and elevators are fitted to the horizontal and vertical fins.
The ship is supported in the air by nineteen gasbags which give a total capacity of approximately two million cubic feet of gas. The gross lift works out at approximately 59 1/2 tons, of which the total fixed weight is 33 tons, giving a disposable lift of 26 1/2 tons.
The arrangement of cars is as follows: At the forward end the control car is slung, which contains all navigating instruments and the various controls. Adjoining this is the wireless cabin, which is also fitted for wireless telephony. Immediately aft of this is the forward power car containing one engine, which gives the appearance that the whole is one large car.
Amidships are two wing cars each containing a single engine. These are small and just accommodate the engine with sufficient room for mechanics to attend to them. Further aft is another larger car which contains an auxiliary control position and two engines.
It will thus be seen that five engines are installed in the ship; these are all of the same type and horse-power, namely, 250 horse-power Sunbeam. R 33 was constructed by Messrs. Armstrong Whitworth Ltd., while her sister ship R 34 was built by Messrs. Beardmore on the Clyde.
In the spring of 1918, R 33 and R 34 carried out several flight trials, and though various difficulties were encountered both with the engines and also with the elevator and rudder controls, it was evident that, with these defects remedied, each of these ships would prove to be singularly reliable.
On one of these trials made by R 34, exceedingly bad weather was encountered, and the airship passed through several blinding snowstorms; nevertheless the proposed flight of some seventeen hours was completed, and though at times progress was practically nil owing to the extreme force of the wind, the station was reached in safety and the ship landed without any contretemps. This trial run having been accomplished in weather such as would never have been chosen in the earlier days of rigid trial flights, those connected with the airship felt that their confidence in the vessel's capabilities was by no means exaggerated.
The lift of the ship warranted a greater supply of petrol being carried than there was accommodation for, and the engines by now had been "tuned up" to a high standard of efficiency. Accordingly it was considered that the ship possessed the necessary qualifications for a transatlantic flight. It was, moreover, the opinion of the leading officers of the airship service that such an enterprise would be of inestimable value to the airship itself, as demonstrating its utility in the future for commercial purposes.
Efforts were made to obtain permission for the flight to be attempted, and although at first the naval authorities were disinclined to risk such a valuable ship on what appeared to be an adventure of doubtful outcome, eventually all opposition was overcome and it was agreed that for the purposes of this voyage the ship was to be taken over by the Air Ministry from the Admiralty.
Work was started immediately to fit out the ship for a journey of this description. Extra petrol tanks were disposed in the hull structure to enable a greater supply of fuel to be carried, a new and improved type of outer cover was fitted, and by May 29th, R 34 was completed to the satisfaction of the Admiralty and was accepted. On the evening of the same day she left for her station, East Fortune, on the Firth of Forth. This short passage from the Clyde to the Forth was not devoid of incident, as soon after leaving the ground a low-lying fog enveloped the whole country and it was found impossible to land with any degree of safety. It having been resolved not to land until the fog lifted, the airship cruised about the north-east coast of England and even came as far south as York. Returning to Scotland, she found the fog had cleared, and was landed safely, having been in the air for 21 hours.
The original intention was that the Atlantic flight should be made at the beginning of June, but the apparent unwillingness of the Germans to sign the Peace Treaty caused the Admiralty to retain the ship for a time and commission her on a war footing. During this period she went for an extended cruise over Denmark, along the north coast of Germany and over the Baltic. This flight was accomplished in 56 hours, during which extremely bad weather conditions were experienced at times. On its conclusion captain and crew of the ship expressed their opinion that the crossing of the Atlantic was with ordinary luck a moral certainty. Peace having been signed, the ship was overhauled once more and made ready for the flight, and the day selected some three weeks before was July 2nd.
A selected party of air-service ratings, together with two officers, were sent over to America to make all the necessary arrangements, and the American authorities afforded every conceivable facility to render the flight successful.
As there is no shed in America capable of housing a big rigid, there was no alternative but to moor her out in the open, replenish supplies of gas and fuel and make the return journey as quickly as possible.
On July 2nd, at 2.38 a.m. (British summer time), R 34 left the ground at East Fortune, carrying a total number of 30 persons. The route followed was a somewhat northerly one, the north coast of Ireland being skirted and a more or less direct course was kept to Newfoundland. From thence the south-east coast of Nova Scotia was followed and the mainland was picked up near Cape Cod.
From Cape Cod the airship proceeded to Mineola, the landing place on Long Island. All went well until Newfoundland was reached. Over this island fog was encountered, and later electrical storms became a disturbing element when over Nova Scotia and the Bay of Fundy. The course had to be altered to avoid these storms, and owing to this the petrol began to run short. No anxiety was occasioned until on Saturday, July 5th, a wireless signal was sent at 3.59 p.m. asking for assistance, and destroyers were dispatched immediately to the scene. Later messages were received indicating that the position was very acute, as head winds were being encountered and petrol was running short. The airship, however, struggled on, and though at one time the possibility of landing at Montauk, at the northern end of Long Island, was considered, she managed after a night of considerable anxiety to reach Mineola and land there in safety on July 6th at 9.55 a.m. (British summer time). The total duration of the outward voyage was 108 hours 12 minutes, and during this time some 3,136 sea miles were covered. R 34 remained at Mineola until midnight of July 9th according to American time. During the four days in which she was moored out variable weather was experienced, and in a gale of wind the mooring point was torn out, but fortunately, another trail rope was dropped and made fast, and the airship did not break away.
It was intended that the return should be delayed until daylight, in order that spectators in New York should obtain a good view of the airship, but an approaching storm was reported and the preparations were advanced for her immediate departure. During the last half-hour great difficulty was experienced in holding the ship while gassing was completed.
At 5.57 a.m. (British summer time) R 34 set out on her return voyage, steering for New York, to fly over the city before heading out into the Atlantic. She was picked up by the searchlights and was distinctly visible to an enormous concourse of spectators. During the early part of the flight a strong following wind was of great assistance, and for a short period an air speed of 83 miles per hour was attained. On the morning of July 11th the foremost of the two engines in the after car broke down and was found to be beyond repair. The remainder of the voyage was accomplished without further incident. On July 12th at noon, a signal was sent telling R 34 to proceed to the airship station at Pulham in Norfolk as the weather was unfavourable for landing in Scotland. On the same day at 8.25 p.m., land was first sighted and the coast line was crossed near Clifden, county Galway, at 9 p.m. On the following morning, July 13th, at 7.57 a.m. (British summer time), the long voyage was completed and R 34 was safely housed in the shed, having been in the air 75 hours 3 minutes.
Thus a most remarkable undertaking was brought to a successful conclusion. The weather experienced was by no means abnormally good. This was not an opportunity waited for for weeks and then hurriedly snatched, but on the preordained date the flight was commenced. The airship enthusiast had always declared that the crossing of the Atlantic presented no insuperable difficulty, and when the moment arrived the sceptics found that he was correct. We may therefore assume that this flight is a very important landmark in the history of aerial transport, and has demonstrated that the airship is to be the medium for long-distance travel. We may rest assured that such flights, although creating universal wonder to-day, will of a surety be accepted as everyday occurrences before the world is many years older.