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Aviation History
1923
1923 - 0276.PDF
MAY 24, 1923 THE PROPOSED AIRSHIP LINE BETWEEN SPAIN AND ; m: - • ••:;- SOUTH AMERICA x ^ ^ , FROM a Resume of Commercial and Technical Information issued by the Air Ministry we have extracted the following interesting points from the Report on the plans for a Spain- South America Airship Line drawn up by Commandante Emilio Herrera (originator of the scheme and Technical Director) and Dr. Hugo Eckener (of-the Zeppelin Co.). The scheme was approved by the King of Spain in 1920, and was then submitted to the League of Nations. A company was formed in Spain, with Spanish capital and Sr. Antonio Goicoechea as Chairman, for the study of transatlantic air traffic, and a contract made with the Zeppelin Co. for the exclusive right to use Zeppelin-type airships for communica- tions between the Latin-American countries, and between these and the rest of the world. A technical commission was next formed by the Zeppelin firm, and a full report on the establishment of "the line, etc., which will be referred to later. There will be two terminal aerodromes, one at Seville and one at Buenos Aires, with sheds, workshops, hydrogen factories and depots, petrol and oil stores, etc. A landing-ground for emergencies, or possibly for a secondary air line, will be laid out at the Canary Islands, and another emergency landing-ground at Cordoba (Argentine), both with depots for hydrogen, fuel and oil ; each of these grounds will cover an area of 2,000,000 square metres. In view of the favourable meteorological conditions prevalent at Seville, it has been decided that one fixed double airship shed, 300 x 90 x 50 metres, would be sufficient for housing the airships. Thus two airships of 250,000 cubic metres could be berthed at the same time. The plans provide for all the most modern installations in the interior of the shed and on the landing- ground. Another shed, 150 x 50 x 50 metres, will also be erected for a school airship, and a third, 300 X 50 x 50 metres, will serve as the airship construction works. These works will be equipped for the assembly and eventually the entire construction of airships of 250,000 cubic metres. A W/T. station with 2,000 km. range will also be erected on this ground. • Owing to the variability of the winds at Buenos Aires, it will be necessary to erect a shed which will permit of taking the airship in and out with the wind in any direction, which means that there will have to be a shed of the revolving type, together with a fixed shed for the school ship, or one of the circular type. The revolving shed must measure 280 X 50 X 50 metres and the fixed shed 300 x 50 x 50 metres. A circular shed with about 16 doors would have the advantage of avoiding the heavy rotary mechanism and circular rails, and if it had a diameter of 350 metres would hold three airships. On the other hand, it would cost twice as much as the revolving shed and fixed shed for one airship. With respect to the installation in the Argentine the same remarks apply. Four airships will be built for the regular service, in addition to a smaller school airship. The principal dimensions of the former are as follows : Capacity, 135,000 cubic metres (4,700,000 cubic ft.) ; overall length, 250 metres (825 ft.) ; maximum cross-section, 33-8 metres (110 ft.) ; overall height, including shock-absorber of car, 37 metres (122 ft.) ; maximum width, including air screws, 36 metres (119 ft.). With 760 mm. barometric pressure, temperature of gas and air 27° C, 60 per cent, relative humidity of the air and a specific gravity of the gas of 0-1, the airship has a lift of 141,500 kg. (139 tons), carries a useful load of 75,000 kg. (73-8 tons) and a com- mercial load of 15,000 kg. (14-75 tons). The latter is made up of 40 passengers, crew, goods, mails and supplies, and can be carried a distance of 12,000 km. (7,500 miles) at a speed of approximately 110 km./hr. (68-5 m.p.h.). With the engines for normal running working at full power a maximum speed of 120 km./hr. (77-5 m.p.h.) should be attained, and with the two reserve engines running as well a speed of 132 km./hr. (82-5 m.p.h.) can be reached, but the average speed may be taken as 110 km./hr. The flight of 10,000 km. (6,250 miles) could thus be carried out, assuming the absence of head wind, in about 83 hours at maximum -•speed, or in 91 hours at normal speed. In construction these ships more or less follow usual Zeppelin practice. The power plant consists of nine 400 h.p. engines, seven of which run continuously for normal working, the remaining two being kept in reserve. There are four pairs of engine cars identical in design, which are suspended on either side amidships, and a ninth engine car centrally aft. The cars are suspended by means of the rigid " Zeppelin " system consisting of rods and cables and so placed that the noise and wind do not reach the passenger car situated forward. The air-screws are of wood, with aluminium beading at the tips along the leading edges, and are provided with reversing gear in addition to disconnecting and fixing gear. The exhaust gases are evacuated through specially cooled silencers. The control car is integral with the hull, and contains the principal controls, the gas and ballast distributing boards, apparatus for the transmission of orders, navigation and performance instruments. In order to ensure' the greatest possible degree of safety, the essential installations are duplicated. The rudder controls are in the front part of the car and the elevator controls on the port side. The control surfaces are actuated by means of hand wheels acting on cables passing over rollers along the walking-way. Coupling devices make it possible to actuate one or several of the control surfaces at will. There is an emergencv control station in the walking- way near the aft engine car. " Orders are transmitted to the engine cars and crew's cabin by means of the engine telegraph. Aft of the control car is the sound-proof wireless cabin on the left, and the commander's cabin on the right. The range of the set is 2,000 km. (1,250 miles). In addition to D.F. apparatus the set permits of communication with ground stations, being arranged for transmission and reception. The power is obtained from a dynamo driven by the relative wind. The crew are accommodated in the walking-way, the officers near the control car ; the mechanics and the remainder of the personnel amid ship. There are additional cabins in the stern. The passengers' car, which is integral with the control car, is 33 metres long (108 ft.) and 5 metres (16 ft.) wide, and gives plenty of space for free movement. It contains five cabins each for eight people : beyond is a saloon, kitchen, bar, lavatories, etc. Each ofthe five cabins has eight seats arranged in pairs, and at night can be converted into two sleeping cabins with four berths in each. The saloon accom- modates 20 persons at four tables, and can, if necessary, take 40 people. Space for baggage, goods and mails is provided in the walking-way. A dynamo driven by the relative wind provides electric light all over the ship ; there is also an accumulator battery. _. It seems not only advisable but essential to acquire a small school airship as a preliminary to establishing the air line. This school airship would serve, among other things :— (1) For training Spanish crews. There will be increasing need for these as traffic increases. Crews are best trained on small airships, as these are easier to manoeuvre, and the aerodynamic effects, effects of temperature variation, weather, etc., are more easily observed. (2) For training shed and ground personnel. This work needs very special knowledge and long practice, which it is better not to have on the big ships. (3) For training the personnel of the Seville W/T. station, and to prepare the future work of this station with the meteorological institutes, post and telegraph offices, etc., of Seville and vicinity. (4) To permit of making observations and valuable experi- ments with respect to the movements of the trade winds, and special conditions with regard to winds, etc., in Andalusia and especially around Seville. (5) The school airship could also be used to maintain regular communications with the Canary Isles, and the flights would probably be a financial success. It is proposed that the school airship, which would have room for 20 passengers, goods and mails, should make a weekly or bi-weekly flight to the Canary Isles. The journey would take 10 to 11 hours outward and 14 to 15 hours coming back. A stay of one to two hours could be made at Teneriffe and a shed would not be needed there. A circular trip to the. Sierra Nevada and around the south coast of Andalusia would prove a great attraction in good weather. Any remaining spare time could be spent in training and practice flights. The cost price of the airship and shed would not be excessive, and the airship should be self-supporting. The State might subsidise the airship on condition that it was lent for the training of Army and Navy personnel. The principal dimensions of the school ship are~as follows :— Capacity, 30,000 cubic metres (1,000,000 cubic ft.) ; overall length, ' 144 metres (472 ft.) ; maximum diameter, 21-1 V'. 276
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