Aircraft and Submarines. Abbot Willis John

concealed the fact that the enemy he expected to be the target of his bomb throwers was England. What the airships accomplished in this direction, how greatly they were developed, and the strength and weakness of the German air fleet, will be dwelt upon in another chapter.

      But, though building primarily for military purposes, Zeppelin did not wholly neglect the possibilities of his ship for non-military service. He built one which made more than thirty trips between Munich and Berlin, carrying passengers who paid a heavy fee for the privilege of enjoying this novel form of travel. The car was fitted up like our most up-to-date Pullmans, with comfortable seats, bright lights, and a kitchen from which excellent meals were served to the passengers. The service was not continued long enough to determine whether it could ever be made commercially profitable, but as an aid to firing the Teutonic heart and an assistance in selling stock it was well worth while. The spectacle of one of these great cars, six hundred or more feet long, floating grandly on even keel and with a steady course above one of the compact little towns of South Germany, was one to thrill the pulses.

      But the ill luck which pursued Count von Zeppelin even in what seemed to be his moments of assured success was remorseless. In 1912 he produced the monster L-I, 525 feet long, 50 feet in diameter, of 776,900 cubic feet capacity, and equipped with three sets of motors, giving it a speed of fifty-two miles an hour. This ship was designed for naval use and after several successful cross-country voyages she was ordered to Heligoland, to participate in naval manœuvres with the fleet there stationed. One day, caught by a sudden gust of wind such as are common enough on the North Sea, she proved utterly helpless. Why no man could tell, her commander being drowned, but in the face of the gale she lost all control, was buffeted by the elements at their will, and dropped into the sea where she was a total loss. Fifteen of her twenty-two officers and men were drowned. The accident was the more inexplicable because the craft had been flying steadily overland for nearly twelve months and had covered more miles than any ship of Zeppelin construction. It was reported that her captain had said she was overloaded and that he feared that she would be helpless in a gale. But after the disaster his mouth was stopped by the waters of the North Sea.

      This calamity was not permitted long to stand alone. Indeed one of the most curious facts about the Zeppelin record is the regular, periodical recurrence of fatal accidents at almost equal intervals and apparently wholly unaffected by the growing perfection of the airships. While L-I was making her successful cross-country flights, L-II was reaching completion at Friedrichshaven. She was shorter but bulkier than her immediate predecessor and carried engines giving her nine hundred horse power, or four hundred more than L-I. On its first official trip this ship exploded a thousand feet in air, killing twenty-eight officers and men aboard, including all the officials who were conducting the trials. The calamity, as explained on an earlier page, was due to the accumulation of gas in the communicating passage between the three cars.

      This new disaster left the faith and loyalty of the German people unshaken. But it did decidedly estrange the scientific world from Count von Zeppelin and all his works. It was pointed out, with truth, that the accident paralleled precisely one which had demolished the Severo Pax airship ten years earlier, and which had caused French inventors to establish a hard and fast rule against incorporating in an airship's design any inclosed space in which waste gas might gather. This rule and its reason were known to Count von Zeppelin and by ignoring both he lent new colour to the charge, already current in scientific circles, that he was loath to profit by the experiences of other inventors.

      Whether this feeling spread to the German Government it is impossible to say. Nor it is easy to estimate how much official confidence was shaken by it. The government, even before the war, was singularly reticent about the Zeppelins, their numbers and plans. It is certain that orders were not withheld from the Count. Great numbers of his machines were built, especially after the war was entered upon. But he was not permitted longer to have a monopoly of government aid for manufacturers of dirigibles. Other types sprung up, notably the Schutte-Lanz, the Gross, and the Parseval. But being first in the field the Zeppelin came to give its name to all the dirigibles of German make and many of the famous – or infamous – exploits credited to it during the war may in fact have been performed by one of its rivals.

      It would be futile to attempt to enumerate all these rivals here. Among them are the semi-rigid Parseval and Gross types which found great favour among the military authorities during the war. The latter is merely an adaptation of the highly successful French ship the Lebaudy, but the Parseval is the result of a slow evolution from an ordinary balloon. It is wholly German, in conception and development, and it is reported that the Kaiser, secretly disgusted that the Zeppelins, to the advancement of which he had given such powerful aid, should have recorded so many disasters, quietly transferred his interest to the new and simpler model. Despite the hope of a more efficient craft, however, both the Gross and the Parseval failed in their first official trials, though later they made good.

      The latter ship was absolutely without any wooden or metallic structure to give her rigidity. Two air ballonets were contained in the envelope at bow and stern and the ascent and descent of the ship was regulated by the quantity of air pumped into these. A most curious device was the utilization of heavy cloth for the propeller blades. Limp and flaccid when at rest, heavy weights in the hem of the cloth caused these blades to stand out stiff and rigid as the result of the centrifugal force created by their rapid revolution. One great military advantage of the Parseval was that she could be quickly deflated in the presence of danger at her moorings, and wholly knocked down and packed in small compass for shipment by rail in case of need. To neither of these models did there ever come such a succession of disasters as befell the earlier Zeppelins. It is fair to say however that prior to the war not many of them had been built, and that both their builders and navigators had opportunity to learn from Count von Zeppelin's errors.

      Among the chief German rivals to the Zeppelin is the Schutte-Lanz, of the rigid type, broader but not so long as the Zeppelin, framed of wood bound with wire and planned to carry a load of five or six tons, or as many as thirty passengers. No. I of this type met its fate as did so many Zeppelins by encountering a storm while improperly moored. Called to earth to replenish its supply of gas it was moored to an anchor sunk six feet in the ground, and as an additional precaution three hundred soldiers were called from a neighbouring barracks to handle it. It seems to have been one of the advantages of Germany as a place in which to manœuvre dirigibles, that, even in time of peace, there were always several hundred soldiers available wherever a ship might land. But this force was inadequate. A violent gust tore the ship from their hands. One poor fellow instinctively clung to his rope until one thousand feet in the air when he let go. The ship itself hovered over the town for an hour or more, then descended and was dashed to pieces against trees and stone walls.

      The danger which was always attached to the landing of airships has led some to suggest that they should never be brought to earth, but moored in mid-air as large ships anchor in midstream. It is suggested that tall towers be built to the top of which the ship be attached by a cable, so arranged that she will always float to the leeward of the tower. The passengers would be landed by gangplanks, and taken up and down the towers in elevators. Kipling suggests this expedient in his prophetic sketch With the Night Mail. The airship would only return to earth – as a ship goes into dry dock – when in need of repairs.

      A curious mishap that threatened for a time to wreck the peace of the world, occurred in April, 1913, when a German Zeppelin was forced out of its course and over French territory. The right of alien machines to pass over their territory is jealously guarded by European nations, and during the progress of the Great War the Dutch repeatedly protested against the violation of their atmosphere by German aviators. At the time of this mischance, however, France and Germany were at peace – or as nearly so as racial and historic antipathies would permit. Accordingly when officers of a brigade of French cavalry engaged in manœuvring near the great fortress of Luneville saw a shadow moving across the field and looking up saw a huge Zeppelin betwixt themselves and the sun they were astonished and alarmed. Signs and faint shouts from the aeronauts appeared to indicate that their errand was at least friendly, if not involuntary. The soldiers stopped their drill; the townspeople trooped out to the Champs de Mars where the phenomenon was exhibited and began excitedly discussing this suspicious invasion. Word was speedily sent to military headquarters asking whether