Tag Archives: Lighter-Than-Air

23–26 August 1929

Graf Zeppelin, LZ 127, at Mines Field, Los Angeles, 26 August 1929. (M.J. Ford)
Dr. Hugo Eckener (18xx—1954)
Dr. Hugo Eckener (1868—1954)

The rigid airship Graf Zeppelin, LZ 127, under the command of Dr. Hugo Eckener, departed Lakehurst Naval Air Station, New Jersey, 8 August 1929, heading east across the Atlantic Ocean on the first aerial circumnavigation by air. The flight was sponsored by publisher William Randolph Hearst, who had placed several correspondents aboard.

Graf Zeppelin was named after Ferdinand Adolf Heinrich August Graf von Zeppelin, a German general and count, the founder of the Zeppelin Airship Company. The airship was constructed of a lightweight metal structure covered by a fabric envelope. It was 776 feet (236.6 meters) long. Contained inside were 12 hydrogen-filled buoyancy tanks, fuel tanks, work spaces and crew quarters.

A gondola mounted underneath contained the flight deck, a sitting and dining room and ten passenger cabins. The LZ-127 was manned by a 36 person crew and could carry 24 passengers.

LZ-127was powered by five water-cooled, fuel injected 33.251 liter (2,029.1 cubic inches) Maybach VL-2 60° V-12 engines producing 570 horsepower at 1,600 r.p.m., each. Fuel was either gasoline or blau gas, a gaseous fuel similar to propane. The zeppelin’s maximum speed was 80 miles per hour (128 kilometers per hour).

A dining room aboard Graf Zeppelin.
A dining room aboard Graf Zeppelin.

After refueling at the Kasumigaura Naval Air Station, Tokyo, Japan, Graf Zeppelin started east across the Pacific Ocean on 23 August, enroute to Los Angeles, California. This leg crossed 5,998 miles (9,653 kilometers) in 79 hours, 3 minutes. This was the first ever non-stop flight across the Pacific Ocean.

LZ 127 arrived at Mines Field (now, LAX) at 1:50 a.m., 26 August 1929. There were an estimated 50,000 spectators.

Airship Graf Zeppelin, D-LZ127, at Los Angeles, 1929. A Goodyear blimp is alongside.
Airship Graf Zeppelin, D-LZ127, at Los Angeles, 1929. A Goodyear blimp is alongside. (M.J. Ford)

© 2017, Bryan R. Swopes

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19–20 August 1957

Major David G. Simons, M.D., USAF, took this photograph of himself as he neared the peak altitude of 101,516 feet, 19 August 1957. (LIFE Magazine)

19–20 August 1957: At 9:22 a.m., Central Daylight Time (1422 UTC), 19 August 1957, Major David G. Simons, M.D., United States Air Force, lifted off aboard a helium-filled balloon at an open pit mine near Crosby, Minnesota. This was the second flight of Project MANHIGH, MANHIGH II, a series of experiments to investigate the physiological effects of extreme high altitude flight. The balloon and its 1,648 pound (748 kilogram) gondola were deployed from the bottom of Portland Mine as protection from wind while it inflated.

After 2 hours, 18 minutes, Major Simons had reached 100,000 feet (30,480 meters) above the surface of the Earth. The peak altitude, 30,942 meters (101,516 feet), set a Fédération Aéronautique Internationale (FAI) World Record for Altitude.¹

Major Simons wore a slightly modfified David Clark Co. MC-3A capstan-type partial-pressure suit and MA-2 helmet for protection should the gondola lose pressure while at high altitude. During his flight, Dr. Simons performed 25 aeromedical experiments.

32 hours, 10 minutes after lift off, at 5:32 p.m., CDT (2232 UTC), 20 August, the MANHIGH II gondola touched down 10 miles (16 kilometers) northwest of Frederick, South Dakota.

Major Simons was awarded the Distinguished Flying Cross, presented to him 24 August 1957 by Lieutenant General Samuel E. Anderson, at the Air Force Research and Development Command (ARDC) Headquarters, Andrews Air Force Base, Maryland.

The helium-filled MANHIGH II balloon is prepared for launch inside the Portland Mine, 19 August 1957. (Cuyuna County Heritage Preservation Society)
David Goodman Simons. (The 1939 Epilogue)

David Goodman Simons was born in Lancaster, Pennsylvania, 7 June 1922. He was the first of two children of Dr. Samuel Shirk Simons, a physician in private practice, and Catherine Rebecca Goodman Simons.

Dave Simons entered the Franklin & Marshall Academy at Lancaster in 1936. He was a member of the science club, and the swimming and tennis teams. He was on the school’s honor roll for 1938 and 1939.

Simon entered Franklin & Marshall College in Philadelphia, Pennsylvania, in September 1940. At the age of 20 years, Simons was described as 6 feet (1.83 meters) tall, weighing 180 pounds (82 kilograms), with brown hair, hazel eyes, and a ruddy complexion.

From 15 August 1942 to 20 January 1944, Simons was on inactive service, assigned the Medical Administrative Corps, Army of the United States. (The MAC was responsible for officer training schools for medical professionals at Carlisle Barracks in Carlisle, Pennsylvania, and Camp Barkeley, southwest of Abilene, Texas.) On 21 January 1944, Simons was enlisted as a private, Enlisted Reserve Corps.

Following his graduation from Franklin & Marshall College, Simon entered the Jefferson Medical College, Philadelphia, Pennsylvania, and graduated in 1946.

On 22 March 1946, Private Simons was discharged from the ERC to accept a commission as an officer in the Army Medical Corps.

Lieutenant David Goodman Simons married Miss Mary Elizabeth Heagey, 23 June 1946. They would have five children, one of whom died in infancy. They divorced in 1959.

Lieutenant Simons was assigned to the Aero-Medical Laboratory, Wright-Patterson Air Force Base, Ohio. He was involved in early experiments which used captured V-2 rockets to launch rhesus monkeys into space. In 1948, Dave Simons was promoted to the rank of captain.

Captain Simons next attended the Air Force Advanced Course in Aviation Medicine at Randolph Air Force Base, San Antonio, Texas. During the Korean War, he served as a flight surgeon at Yakota Air Base in Japan.

Captain Simons returned to scientific research at the Aeromedical Field Laboratory at Holloman Air Force Base, Alamogordo, New Mexico, where he investigated cosmic radiation.

After divorcing his wife, Mary, Major Simons on 12 June 1959 married Mrs. Vera Winzen (née Wera Maria Habrecht), the divorced founder and owner of Winzen Research, Inc., manufacturers of the MANHIGH balloons and gondolas. They also divorced, 5 May 1969.

Major David G. Simons, M.D., U.S. Air Force, at left, with the Project MANHIGH gondola, Otto C. Winzen, and Vera M. Winzen (the future Mrs. Simons), circa 1957. (Photograph by Joel Yale/LIFE Photo Collection)

Lieutenant Colonel Simons retired from the United States Air Force 30 June 1965.

Dr. Simons married Mrs. Ute Margarete McConnell (née Ute Margarete Jordan) a reference librarian at the Texas Medical Center, 20 May 1971. Ms. Jordan, like Simon’s second wife, was also a native of Germany. They would also divorce.

Dr. Simons became the leading authority on myofascial pain and co-authored a text book on trigger points and chronic pain management, Myofascial Pain and Dysfunction: The Trigger Point Manual.

Later, Dr. Simons was Clinical Professor of Rehabilitation Medicine at Emory University, Atlanta, Georgia.

Prof. Dr. Dr. h.c. David G. Simons, M.D., Ph.D., Hon., Lieutenant Colonel, United States Air Force (Retired), died at his home in Covington, Georgia, 5 April 2010. he was 87 years old.

¹ FAI Record File Number 10709

© 2018, Bryan R. Swopes

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20 August 1919

The DELAG airship Bodensee, LZ 120, at Friederichshafen, October 1919. (Library of Congress)

20 August 1919: The first airship built after World War I, Bodensee, LZ 120, made its first flight at Friedrichshafen, Germany, with Captain Bernard Lau in command. LZ 120 was built for Deutsche Luftschiffahrts-Aktiengesellschaft, DELAG, (German Airship Travel Corporation) especially to carry a small complement of passengers. It was hoped that this would generate favorable publicity and help to restart intercity travel by air.

Bodensee was the first fully-streamlined airship. Its teardrop shape was developed by engineer Paul Jaray and had no cylindrical sections. The shape had been tested with scale models in a wind tunnel. LZ 120 was the first airship to have the gondola was attached directly to the bottom of the envelope, decreasing aerodynamic drag.

Scale model of LZ 120 in a wind tunnel at Göttingen, Germany
Scale model of LZ 120 in a wind tunnel at Göttingen, Germany

LZ 120 was a rigid airship, or dirigible, with a metal skeleton structure covered with a cotton fabric envelope. Twelve hydrogen-filled buoyancy tanks were contained within the structure.  A crew of 12 operated the airship and it could carry 20 passengers.

LZ 120 was 396.33 feet (120.8 meters) in length, with a diameter of 61.38 feet (18.71 meters). The airship had a volume of approximately 20,000 cubic meters (706,000 cubic feet). The airship had an empty weight of 13,646 kilograms (36,698 pounds) and a gross weight of 23,239 kilograms (51,233 pounds).

Maybach Mb IVa at the Smithsonian Institution National Air and Space Museum.
Maybach Mb IVa at the Smithsonian Institution National Air and Space Museum.

LZ 120 was powered by four water-cooled, normally-aspirated, 23.093 liter (1,409.2 cubic inches) Maybach Motorenbau GmbH Mb IVa single overhead cam (SOHC) vertical inline six-cylinder engines with a compression ratio of 6.08:1 and four valves per cylinder. The Mb IVa produced 302 horsepower at 1,700 r.p.m., but was derated to 245 horsepower. Two engines were mounted in the aft centerline engine car and drove a two-bladed propeller with a diameter of 5.2 meters (17.1 feet) through a reversible gear train. Each of the other engines were mounted near the center of the airship, outboard. They each turned a two-bladed propeller with a diameter of 3.2 meters (10.5 feet), which were also reversible.

LZ 120 had a maximum speed of 82 miles per hour (132 kilometers per hour).

After two test flights under Captain Lau, Bodensee entered scheduled passenger service on 24 August 1919 under the command of Dr. Hugo Eckener. It flew from Friedrichshafen to the Oberwiesenfeld at Munich, then on to Berlin-Staaken.

In 1921, Bodensee was turned over to Italy as war reparations. It was renamed Esperia and continued in operation until 1928.

© 2016, Bryan R. Swopes

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18 August 1932

Auguste Piccard loads supplies aboard the gondola of his balloon, 18 August 1932. Aktuelle-Bilder-Centrale, Georg Pahl (Bild 102)
Auguste Piccard loads supplies aboard the gondola of his balloon, 18 August 1932. Aktuelle-Bilder-Centrale, Georg Pahl (Bild 102)

18 August 1932: At 5:04 a.m., Professor Auguste Antoine Piccard and his assistant, Max Cosyns, used a hydrogen-filled balloon to lift their pressurized gondola from Dübendorf Airfield, Zürich, Switzerland, into the stratosphere on an expedition to investigate the upper levels of Earth’s atmosphere and to study cosmic radiation. During the 12 hour flight, Piccard and Cosyns reached an altitude of 16,201 meters (53,153 feet), setting a new Fédération Aéronautique Internationale (FAI) World Record for Altitude.¹

The expedition was funded by Belgium’s Fonds de la Recherche Scientifique (FNRS).

Auguste Piccard's balloon being inflated with hydrogen at Dübendorf Flughafen, Zurich, Switzerland, during the night of 17–18 August 1932. (Unattributed)
Auguste Piccard’s balloon being inflated with hydrogen at Dübendorf Flughafen, Zürich, Switzerland, during the night of 17–18 August 1932. (Unattributed)

Piccard’s balloon was made of rubberized cotton fabric. It had a maximum volume of 500,000 cubic feet (14,158 cubic meters) and weighed, by itself, approximately 1,500 pounds (680 kilograms). When it expanded to its maximum size in the upper atmosphere, the diameter was 99 feet (30.2 meters). The gondola was constructed of aluminum and was 7 feet (2.14 meters) in diameter. There were to hatches for entry and exit, and seven port holes.

The outer surface of the spherical gondola was painted half white and half black. This was intended to control interior heat by turning the lighter side toward or away from the sun by means of a small propeller mounted to a horizontal stanchion. Unfortunately for the two aeronauts, this did not work. The hermetically sealed hatches allowed the gondola to maintain the surface atmospheric pressure as it rose into the stratosphere. The air contained inside the aluminum sphere was recycled through a Draeger system of the type used in submarines. This added oxygen to replace that consumed and extracted the carbon dioxide that was exhaled.

The balloon reached the peak altitude at 12:12 p.m. During the ascent, the temperature inside the gondola dropped to 5 °F. (-15 °C.). It landed near Lake Garda in Northern Italy, a little after 3:15 p.m.

This was Piccard’s second ascent into the stratosphere. On 27 May 1931 he and Paul Kipfer lifted off from Augsburg, Germany and rose to a record altitude of 15,781 meters (51,775 feet).  (FAI Record File Number 10634) They landed at the Großer Gurgler Ferner galcier near Obergurgl in the Tyrolian Alps.

Professor Piccard was made Commandeur de l’Ordre de Léopold and Max Cosyns, Chevalier de l’Ordre de Léopold by Albert I, King of the Belgians. Professor made nearly 30 ascents into the upper atmosphere before turning to the exploration of the very deep oceans with his bathyscaphe, Trieste.

Commander of the Order of Leopold, Civil Division.
Commander of the Order of Leopold, Civil Division.

¹ FAI Record File Number 6590

© 2017, Bryan R. Swopes

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12 August 1908

Signal Corps Dirigible No. 1 at Fort Myer, Virginia, 1908 (U.S. Army)

12 August 1908: Test flights begin for Signal Corps Dirigible No. 1 at Fort Myers, Virginia, with Thomas Scott Baldwin as pilot and Glenn Hammond Curtiss as flight engineer.

Brigadier General James Allen, Chief Signal Officer, 1906–1913. (U.S. Army)

On 1 August 1907, Brigadier General James Allen, Chief Signal Officer, United States Army, issued a directive establishing the Aeronautical Division within the Signal Corps. Captain Charles Chandler was the officer in charge. Specifications were published in Signal Corps Bulletin No. 5, soliciting bids for both lighter- and heavier-than air vehicles. There were 41 responses. Plans were submitted and a board of officers selected plans for those that seemed most practical.

The lighter-than-air craft was required to be a self-propelled dirigible (a “directable” balloon) able carry two persons and to be able to travel at 20 miles per hour (32.2 kilometers per hour). Thomas Scott Baldwin’s proposal was selected. (The Wright brothers’ Military Flyer was selected as the heavier-than-air winner on 2 August 1909, and designated Signal Corps Airplane No. 1.)

Signal Corps Dirigible No. 1 (SC-1) emerges from its shed at Fort Myer, Virginia, 3 August 1908. (Carl Harry Claudy/NASM-Claudy-205)

On 3 August 1908, Baldwin No. 8 was presented to the Army for trials. Although the the Baldwin No. 8 reached an average speed of just 19.61 miles per hour (31.56 kilometers per hour). It demonstrated the required endurance of two hours, averaging 14 miles per hour (22.5 kilometers per hour). Although the airship’s speed was short of the requirement, on 5 August, the Army purchased it from Baldwin for $5,737.59. The airship was designated Signal Corps Dirigible No. 1.

Contemporary sources give the airship’s dimensions as being 96 feet (29.26 meters) long with a maximum diameter of 19 feet, 6 inches (5.94 meters). The envelope was made of two layers of silk fabric separated by a layer of vulcanized rubber, and supported by 30 wooden frames. Buoyancy was provided by hydrogen gas. The envelope’s volume was approximately 20,000 cubic feet (566 cubic meters).

An open girder beam gondola (or “car”) built of spruce was suspended beneath the balloon. The gondola was 66 feet (20.12 meters) long with a  2½ feet × 2½ feet (0.76 × 0.76 meters) cross section. A water-cooled Curtiss-built inline four-cylinder gasoline engine was mounted at the front end of the gondola. The engine produced 20 horsepower and drove the tractor propeller through a steel drive shaft at 450 r.p.m. The two-bladed spruce propeller had a diameter of 10 feet, 8 inches (3.25 meters) and pitch of 11 feet (3.35 meters).

A two-plane “box-kite” canard elevator unit behind the engine provided control for pitch. The pilot was located behind the control surfaces. Another crew member was at the rear of the gondola, followed by a fixed cruciform stabilizer unit.

The dirigible had a lifting capacity of  1,350 pounds (612.4 kilograms). The payload was 500 pounds (226.8 kilograms).

The U.S. Army’s first aviators, Lieutenants Benjamin D. Fulois, Thomas Etholen Selfridge and Frank P. Lahm were taught to fly the airship. Lahm and Fulois made the first flight of an all-Army crew on 26 August.

Signal Corps Dirigible No. 1 was assigned to the Signal Corps Post at Fort Omaha, Nebraska, where the Army had a balloon factory. It was operated there until 1912. The airships envelope needed to be replaced, and unwilling to spend money for that, the airship was sold.

Second Lieutenants Lahm and Fulois flying Signal Corps Dirigible No. 1 (SC-1) at Fort Myer, Virginia, 28 August 1908. (U.S. Air Force)

© 2017, Bryan R. Swopes

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