Editing Ferdinand von Zeppelin (section)

==Airships==
Ferdinand von Zeppelin served as an official observer with the Union Army during the [[American Civil War]].<ref name="eb1922">{{Cite EB1922|wstitle=Zeppelin, Count Ferdinand von}}</ref> During the [[Peninsular Campaign]], he visited the balloon camp of [[Thaddeus S. C. Lowe]] shortly after Lowe's services were terminated by the Army. Zeppelin then travelled to St. Paul, where the German-born former Army balloonist John Steiner offered tethered flights. His first ascent in a balloon is said to have been the inspiration of his later interest in aeronautics.<ref name=Americana>{{Cite Americana|wstitle=Zeppelin, Ferdinand |vb=x}}</ref>

Zeppelin's ideas for large [[airships]] were first expressed in a diary entry dated 25 March 1874. Inspired by a recent lecture given by [[Heinrich von Stephan]] on the subject of "World Postal Services and Air Travel", he outlined the basic principle of his later craft: a large rigidly-framed outer [[Airship#Envelope|envelope]] containing a number of separate gasbags.<ref>Robinson 1973 p. 13</ref> In 1887, the success of [[Charles Renard]] and [[Arthur Krebs]]' 1884 airship ''[[La France (airship)|La France]]'' prompted him to send a letter to the [[Charles I of Württemberg|King of Württemberg]] about the military necessity for dirigibles and the lack of German development in this field.<ref name="DooA176">Dooley 2004, p. 176</ref>

After his resignation from the army in 1891 at age 52, Zeppelin devoted his full attention to airships.<ref name="eb1922"/><ref>
{{cite web|url=http://www.gutenberg.org/files/32570/32570-h/32570-h.htm
|quote=In 1887 Zeppelin submitted a memorandum to the King of Württemberg in which he explained in detail the requirements of a really successful airship and stated many reasons why such airships ought to be large and of rigid construction. However, nothing of importance was actually accomplished until he resigned as a General in 1891 in order to give his full time to his invention.
|title=Zeppelin: The Story of a Great Achievement
|author=Harry Vissering
|year=1922}}
</ref> He hired the engineer [[Theodor Gross]] to make tests of possible materials and to assess available engines for both fuel efficiency and power-to-weight ratio. He also had air propellers tested and strove to obtain higher purity hydrogen gas from suppliers.<ref name="DooA177">Dooley 2004, p. 177</ref> Zeppelin was so confident of his concept that in June 1891 he wrote to the King of Württemberg's secretary, announcing he was to start building, and shortly after requested a review from the Prussian Army's Chief of General Staff. The next day Zeppelin almost gave up as he realized he had underestimated air resistance,<ref>Dooley 2004, p. 178</ref> but resumed work on hearing that [[Hans Bartsch von Sigsfeld]] made light but powerful engines, information soon shown to be overoptimistic. Whereupon Zeppelin urged his supporter [[Max von Duttenhofer]] to press [[Daimler-Motoren-Gesellschaft]] for more efficient engines so as not to fall behind the French.<ref name="DooA179">Dooley 2004, p. 179</ref> Duttenhofer wrote to Gross threatening to withdraw support, and Zeppelin shortly afterwards sacked Gross, citing Gross's lack of support and writing that he was "an obstacle in my path".<ref name="DooA179"/>

Despite those setbacks, Zeppelin's organization had refined his idea: a rigid aluminium framework covered in a fabric envelope; separate multiple internal gas cells, each free to expand and contract thus obviating the need for [[ballonet]]s; a modular frame allowing addition of sections and gas cells; and the controls, engines and gondola rigidly attached. After publishing the idea in March 1892 he hired the engineer [[Theodor Kober]] who started work testing and further refining the design.<ref name="DooA181">Dooley 2004, p. 181</ref> Zeppelin submitted Kober's 1893 detailed designs to the [[Prussian Airship Service]],<ref name=Doo187>Dooley 2004, p. 187</ref> whose committee reviewed it in 1894.<ref name=Doo187/> In June 1895 this committee recommended minimum funds be granted, but withdrew this offer and rejected the design in July.<ref>Dooley 2004, p. 188</ref>

One month later, in August 1895, Zeppelin received a patent for Kober's design and described as an "airship-train" (''{{lang|de|Lenkbarer Luftfahrzug mit mehreren hintereinanderen angeordneten Tragkörpern}}'' [Steerable airship-train with several carrier structures arranged one behind another].)<ref>Dooley 2004, p. 190</ref><ref name="Hir">
{{cite book |author1=Ernst-Heinrich Hirschel |author2=Horst Prem |author3=Gero Madelung |title=Aeronautical Research in Germany: From Lilienthal Until Today |url=https://archive.org/details/aeronauticalrese00hirs |url-access=limited |pages=[https://archive.org/details/aeronauticalrese00hirs/page/n280 25]–26 |publisher=Springer |year=2004 |isbn=978-3-540-40645-7}}
</ref> The patent describes an airship consisting of three rigid sections flexibly connected. The front section, intended to contain the crew and engines, was {{convert|117.35|m|ft|abbr=on}} long with a gas capacity of 9514&nbsp;cu&nbsp;m (336,000&nbsp;cu&nbsp;ft): the middle section was {{convert|16|m|ftin|abbr=on}} long with an intended useful load of {{convert|599|kg|lb|abbr=on}} and the rear section {{convert|39.93|m|ft|abbr=on}} long with an intended load of {{convert|1996|kg|lb|abbr=on}}<ref>Robinson 1973 pp. 15–16</ref>

In early 1896, Zeppelin's lecture on steerable airship designs given to the [[Verein Deutscher Ingenieure|Association of German Engineers (VDI)]] so impressed them that the VDI launched a public appeal for financial support for him.<ref name="Hir"/> This led to a first contact with [[Carl Berg (airship builder)|Carl Berg]] who supplied aluminium alloys which Zeppelin had tested, and by May 1898 they, together with [[Philipp Holzmann]],<ref name="DooA194"/> Daimler, [[Max Eyth|Max von Eyth]], [[Carl von Linde]], and [[Voith#Friedrich Voith|Friedrich Voith]], had formed the joint stock company ''Gesellschaft zur Förderung der Luftschiffahrt''.<ref name="Hir"/> Zeppelin invested 441,000 Marks, over half the total capital.<ref name="Hir"/><ref name="DooA194">Dooley 2004, pp. 193–194</ref> Actual construction then started of what was to be the first successful rigid airship, the [[Zeppelin LZ1]].

Berg's involvement with the project later led to allegations that Zeppelin had used the patent and designs of [[David Schwarz (aviation inventor)|David Schwarz]]'s airship of 1897. Berg had signed a contract with Schwartz under the terms of which he undertook not to supply aluminium to any other airship manufacturer. He later made a payment to Schwartz's widow as compensation for dissolving this arrangement.<ref>Dooley 2004, p. 193</ref> Claims that Zeppelin had been influenced by Schwartz were denied by Eckener in 1938<ref name=Eck210>Eckener 1938, pp. 210–211. "It is obvious at the first glance that the Zeppelin ship had nothing but its aluminium in common with the Schwarz machine, not to mention that Count Zeppelin had fixed the essential features long before Schwarz' ship appeared."</ref> and also rejected by later historians. Zeppelin's design was "radically different"<ref>Dooley 2004, p. 191</ref> in both its scale and its framework from that of Schwarz.

[[File:First Zeppelin ascent.jpg|thumbnail|First flight of the LZ 1]]
On 2 July 1900, Zeppelin made the first flight with the [[Zeppelin LZ1|LZ&nbsp;1]] over [[Lake Constance]] near [[Friedrichshafen]] in southern Germany. The airship rose from the ground and remained in the air for 20 minutes, but was damaged on landing. After repairs and some modifications two further flights were made by LZ&nbsp;1 in October 1900, However the airship was not considered successful enough to justify investment by the government, and since the experiments had exhausted Count Zeppelin's funds, he was forced to suspend his work.<ref>Robinson 1973 p. 28</ref>

Zeppelin still enjoyed the support of the King of Württemberg, who authorised a state lottery which raised 124,000 marks. A contribution of 50,000 marks was received from Prussia, and Zeppelin raised the remainder of the necessary money by mortgaging his wife's estates. Still supported by Daimler and Carl Berg, construction of his second airship, the [[Zeppelin LZ 2|LZ&nbsp;2]], was started in April 1905. It was completed by 30 November, when it was first taken out of its hangar, but a ground-handling mishap caused the bows to be pulled into the water, damaging the forward control surfaces. Repairs were completed by 17 January 1906, when LZ&nbsp;2 made its only flight. Too much ballast was jettisoned on takeoff, causing the airship to rise to an altitude of {{convert|427|m|ft|abbr=on}}. Here a stiff breeze was encountered, and although the airship was at first able to overcome this, the failure of the forward engine due to cooling problems followed by the failure of the other due to a broken clutch-spring left the airship at the mercy of the wind. It was brought down near [[Kisslegg]] in the [[Allgäu]] mountains, with some damage caused by the stern's striking some trees during mooring, but was more severely damaged by high winds the following night, and had to be dismantled.<ref>Robinson 1973 p. 30</ref>
 
In May 1906, work started on a third airship, [[Zeppelin LZ 3|LZ&nbsp;3]]. This was the same size and configuration as LZ&nbsp;2, but had a greater gas capacity. Finished by the end of the year, it made two successful flights at a speed of {{convert|30|mph}}, and in 1907 attained a speed of {{convert|36|mph}}.<ref name="eb1922"/> The success of LZ&nbsp;3 produced a change in the official attitude to his work, and the [[Reichstag (German Empire)|Reichstag]] voted that he should be awarded 500,000 marks to continue his work.<ref>Robinson 1973, p. 33</ref>  However the purchase by the Government of an airship was made conditional on the successful completion of a 24‑hour trial flight. Knowing that this was beyond the capabilities of LZ&nbsp;3, work was started on a larger airship, the [[Zeppelin LZ4|LZ&nbsp;4]]. This first flew on 20 June 1908. The final financial breakthrough only came after the Zeppelin LZ&nbsp;4 was destroyed by fire at [[Echterdingen]] after breaking free of its moorings during a storm. The airship's earlier flights had excited public interest in the development of the airships, and a subsequent collection campaign raised over 6&nbsp;million German marks. The money was used to create the '[[Luftschiffbau Zeppelin|Luftschiffbau-Zeppelin GmbH]]' and the Zeppelin foundation (''Zeppelin Stiftung'').<ref>Dooley 2004, p. 200</ref>

Following the destruction of LZ&nbsp;4, LZ&nbsp;3, which had been damaged when the floating hangar broke free of its mooring during a storm, was repaired: at the same time it was lengthened by 8&nbsp;m. It was re-inflated on 21 October 1908 and after a series of short test flights a flight lasting 5&nbsp;hours 55&nbsp;minutes took place on 27 October with the Kaiser's brother, [[Prince Henry of Prussia (1862–1929)|Admiral Prince Heinrich]], on board. On 7 November, with [[Wilhelm, German Crown Prince|Crown Prince William]] as a passenger,<ref>
{{cite book
| title                 = The Real Crown Prince: A Record and an Indictment
| url                   = https://archive.org/details/realcrownprincer00kingrich
| publisher             = Newnes
| date      = 1915
| page                  = [https://archive.org/details/realcrownprincer00kingrich/page/99 99]
| access-date            = 17 February 2014
| quote                 = In November, 1908, the Crown Prince steered the largest Zeppelin then made [...]
}}
</ref>
it flew {{convert|80|km|mi|abbr=on}} to [[Donaueschingen]], where the Kaiser was then staying. In spite of poor weather conditions, the flight succeeded: two days later LZ&nbsp;3 was officially accepted by the Government and on 10 November Zeppelin was rewarded with an official visit to Friedrichshafen by the Kaiser, during which a short demonstration flight over Lake Constance was made and Zeppelin awarded the [[Order of the Black Eagle]].<ref>Robinson p. 43.</ref>

Although a replacement for LZ 4, the [[Zeppelin LZ 5|LZ 5]] was built and accepted into Army service as L II, Zeppelin's relationship with the military authorities continued to be poor, and deteriorated considerably due to his criticism of the Army following the loss of L&nbsp;II, which was carried away from its moorings and wrecked on 25 April 1910.<ref>Robinson 1973, p. 48.</ref> However, the business director of Luftschiffbau-Zeppelin, [[Alfred Colsman]], came up with a scheme to capitalise on the public enthusiasm for Zeppelin's airships by establishing a passenger-carrying business.

Until 1914, the German Aviation Association (''Deutsche Luftschiffahrtsgesellschaft'' or [[DELAG]]) transported 37,250&nbsp;people on over 1,600 flights without an incident.<ref>
Lehmann Chapter I "All told, 37,250 passengers had been carried, 1,600 flights made, 3,200 hours spent in the air and 90,000 miles flown without accident"</ref> Within a few years the zeppelin revolution began creating the age of air transportation. During the [[First World War]], [[Imperial Germany]] decided to deploy Zeppelins as long-distance bombers and launched [[German bombing of Britain, 1914–1918|numerous attacks upon Belgium, France and the United Kingdom]].
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