Indianapolis Times, Volume 41, Number 112, Indianapolis, Marion County, 19 September 1929 — Page 12

PAGE 12

LIFE STORY OF ZEPPELIN EPIC OF PERSISTENCE Inventor Dreamed Through Years and Visions Were Realized at Last. (Continued From Page 1) its infancy, lacked much in dependability. m m • rF the Zeppelin airship today as a reality still looks difficult of belief. how much more so must it have appeared thirty years ago, on paper. For any man to have convinced nough people that this miracle ould happen, to have persuaded hem to the point of actually stakng their personal funds that it ould be done, is in itself no small achievement. Technically Count Zeppelin was not an engineer, was not even an inventor in the ordinary sense of !b term. His supreme contribution in the case of the airship was an .ndomitable faith and courage. Count Zeppelin had designed his first airship on paper in 1873, embodying many of the principles used foday. In 1887 he submitted a complete memorandum on the subject to the King of Wurtemburg. In 1894 he had employed an engineer to work out full structura' designs, had submitted these to a committee of experts. The committees deliberated, studied, argued ! finally reported that while his cal- i dilations seemed accurate, the j thing wouldn't work. He had retired from the army at I 53, a full general, had dedicated the | rest of his life to this dirigible' project.

SIX years later, in 1900, Zeppelin built and lost his first ship. It was 420 feet long, having 388,000 leet of hydrogen gas—about a tenth of the size of the Graf Zeppelin. Crude as the first ship was, it embodied many of the principles used today—a complete metal framework, longitudinal girder extending from nose to tail, reinforced by sixteen circular girders between which hydrogen was carried in separate gas cells, the whole ship surrounded by an outer cover of fabric. From the pontoons of the floating hangar the ship arose in the air, its two 16-hoise power motors driving it along at 1314 miles an hour. The ship made three successful flights and convinced the inventor that he was on the right track, and he started confidently to finance a bigger and stronger ship. It took him five years to raise the money, assistance finally coming from the king of Wurtemburg and the manufacturer of aluminum. Important changes in strength, speed and control had been developed, but as the ship was taken out of the hangar for the first time, the steering gear was broken and the ship was driven out of control across the lake, where an emergency landing was made and the ship, with great difficulty, returned to the workshops and repaired. On its second flight Zeppelin took the ship to a height of 1,600 feet before motor trouble developed. He made a forced landing in the open, but before the motors could be repaired. a storm came up, wrecked the ship on the ground. The second failure convinced the world generally that Zeppelin airships were impractical. The inventor’s exp’' — ion that if he have kept ir ; motors run"'”' x hr|

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would have gotten successfully through the storm, convinced only a few people. The one man whose faith was unshaken was Ferdinand Count Zeppelin himself. a m s ON the other hand, among those convinced that Count Zeppelin’s theories were unsound was a certain "Dr. E.” His articles appeared from time to time in the Frankfurter Zeitungf They breathed a spirit of fairness and tolerance, but left little doubt that to the writer’s mind the vagaries of the air would never be conquered by a rigid balloon. The writer was a sailor and philosopher, and some of his readers doubtless reasoned that he must be right, for what could a cavalry officer know about the winds and the sky, anyhow? i In the spring of 1906 Count Zeppelin threw the last of his personal resources into hi£ third ship; and this one—the LZ-3 launched in the fall, maneuvered under perfect control, showed a speed of nearly thirty miles an hour—brought him the government help in the shape of anew and larger hangar. While planning for this fourth ship, Zeppelin continued to demonstrate with the LZ-3, staying aloft on one occasion for eight hours, making a record flight of more than 200 miles. The fourth ship was started early in 1908, a half million cubic feet ship with two 100-horsepower motors; and with it in July, 1908, Zeppelin made a daring flight over

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the Alps to Lucerne and back again, astounding the entire world. The entire country became wildly enthusiastic. Zeppelin had triumphed. u n n THERE was the keenest interest then in the duration flight set for August, 1908, which, if successful, would bring full government support and improved finances. The ship flew down the Rhine toward Mainz, but disaster again lay in wait on the return voyage. His old bugaboo of motor trouble developed. A forced landing had i * be made at Echterdingen, near Stuttgart, where a storm set in, tearing the ship from its moorings. The next moment the ship broke into flames ’and presently Zeppelin was gazing at a twisted skeleton and the collapse of his hopes. Again the critics proclaimed the folly of airships. Count Zeppelin was 70 by now—long since ready for the carpet slippers and skull cap of old age; but instead, leaving the wreckage at Echterdingen, he was already revolving plans in his mind with all the confidence and enthusiasm of a a boy. man AND it was at this time than the common people of Germany—the baker, the postman, the shoemaker —with popular instinct, sounder than that of scientists and officials, turned to him. Subscriptions were opened up tliroughout Germany and within a few weeks 6,000,000 marks had been

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THE INDIANAPOLIS TIMES

raised, approximately $1,500,000, and turned over to him as a free gift of the people to use as he saw fit. This gift brought him the assurance of release from financial worry and set up a corporation unique in the world of business. This money, he felt, was a trust fund and with it, he created the Zeppelin foundation, with a proviso written in the charter that all profits must be put back in the treasury to be used exclusively for propagation and development of air navigation throughout the world. And it was this unusual organization that Dr. Eckener. the skeptical scholar of Flensburg, was shortly to join and from which he was to emerge fifteen years later as the dominant figure. Next: Dr. Eckener as a critic oF Count Zeppelin. 200 More Use Phones MARION, Ind., Sept. 19.—An increase of 200 subscribers is reported since March by officials of the Marion office of the Indiana Bell Telephone Company.

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STRIKE ACTION NEAR Carmen’s Agreement Likely in Week, Says Green. B’l United Preet COLUMBUS, 0., Sept. 19.—Definite action in the carmen’s strike at New Orleans probably will be taken within the next week, William Green, president of the American Federation of Labor, told the United Press in an interview here today. Green said a conference probably would be held with M. D. Mahon, president of the Almalgamated Association of Street Car Workmen, at Washington next week. Mahon, whose headquartres is in Detroit, is en route from Seattle, where he attended the national convention of the association. Samuel Osgood of Massachusetts was the first postmaster general under the Constitution. He served from 1789 to 1791.

SLAYING PROBE LIKELY* Wayne County Grand Jury May Sit in Officer’s Death. B u Times Special RICHMOND. Ind., Sept. 19.—The I Wayne county grand jury will be in session for a week, it is indicated by Prosecutor Clifford Haworth. An alleged shortage in accounts of W. H. McVay, former city treasurer,

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investigate death of John Ingerman. marshal Os Cambridge City, who was shot, allegedly by Russell Bell, automobile salesman. i

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