Schreiber-Bogen Card modeling Zeppelin junior / entry-level model

Item number 586

Item ID 4499

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Schreiber-Bogen Card modeling Zeppelin junior / entry-level model

to cut colored model and stick together

Material: paper, cardboard

Number of sheets: 4.5

Unit: 1: 200

Difficulty: 1

Additionally necessary: ​​paper scissors, glue
Helpful tools: scalpel, bone folder, small clamps and needles for fixing

The manufacturer classifies his models in five levels of difficulty one:

"Children Model": very light and with childish motifs
"0": Beginners
"1": Easy
"2": Medium
"3": Heavy

The beginnings of the Zeppelin airships
On July 2, 1900, the first Zeppelin airship LZ 1 rose from a floating raft on Lake Constance in Manzell in the sky. Its inventor, Count Ferdinand von Zeppelin, had occupied in 1873 with the idea of ​​an airship, but could achieve only after the end of his military career. An expert commission appointed by Emperor Wilhelm II., Declined Zeppelin plans to build a rigid airship for safety reasons. So Graf Zeppelin was forced to make other funding opportunities identified. In 1898 he founded a corporation for the Promotion of Aeronautics with about 800,000 Mark starting capital. About half of them steered the count in from his private fortune. So finally the LZ one could be built. However, the finance additional construction projects remained problematic. After the company was dissolved for the Promotion of Aeronautics lack of capital and several public appeals did not have the desired success, Zeppelin invested his personal fortune again. The Württemberg King Wilhelm II. Supported his plans by asking him the proceeds of a lottery of 130,000 marks available. In addition, the national government contributed 50,000 marks, so a second airship LZ 2 could be built. The military government is now interested in Zeppelin airships. For 3 million marks, it acquired the LZ 3 as a military airship. Until 1913 it was in use.

The day of Echterdingen
As on 08.04.1908 the LZ 4 should prove his remote airworthiness in a 24-hour test flight, it was a disaster. After a stopover in Echterdingen near Stuttgart, a sudden change in the weather caused a dramatic end this trip. It had been a hot summer day. Many onlookers had gone to the fields to the huge Zeppelin to admire up close. Carnival atmosphere prevailed. In the afternoon, a storm front pulled up with strong gusts of wind that tore the Zeppelin from its anchorage at the bow. the ropes could not hold the support team (30 men). When adrift Zeppelin the tops of fruit trees stripped, to 15,000 m³ hydrogen and the airship inflamed went up in flames. People were deeply affected and wanted to support the Graf Zeppelin immediately financially. Just one day after the accident, more than 100,000 Reichsmarks had come together. Overall, the People's donations brought in 6.25 million marks. Even in 1908, the air Zeppelin GmbH was founded. First, the military use of airships in mind. Between 1909 and 1918, 101 airships were built for the military. in them were seen mainly as a weapon against England. During World War I German Zeppelins triggered through English cities fear and terror.

The disaster at Lakehurst
After the First World War, efforts were made to preserve the Zeppelin airship and use his experience in the construction of transport airships. The LZ 126 was built as reparations for the United States and transferred to a transatlantic flight to Lakehurst. There they landed after 81 hours flight over 7525 km and was received enthusiastically. In May 1926 the LZ 127 was started, which was to be baptized in the name of Graf Zeppelin with the construction. This airship impressed by its performance and contributed to that a regular overseas traffic has been established.
The airship LZ 129 Hindenburg made in March 1936 its first transatlantic flight. May 6, 1937 came a disaster again when landing in Lakehurst. The LZ 129 burned down completely after an explosion on board. 36 people died. To date, the cause of the accident is unknown. Secure indications of a suspected act of sabotage does not exist. The engineer explained Bentele misfortune follows: Personally, I can only assume the coincidence of a series of unfortunate circumstances as the cause of the Hindenburg disaster. I explain the process as follows: During the approach emanated from the cell 4 or 5 either by tearing a tension wire or a leaky valve or hang retarded hydrogen gas. Since the ship was in the last four minutes without a ride over the place, and the ventilation of the spaces between cells, skeletons and shell was weak, so there is a combustible gas mixture could form. To ignite this gas blast occurred possibly by a spark that was created by a potential difference between the casing outside and skeleton to the previously described type. This would also explain the multiple times (as well as Dr. Eckener) mentioned expressions of three independent, partly expert observers that about half a minute before the explosion, a light or fire appearance at the starting point of the upper fin showed.
After the disaster at Lakehurst was clear that a passenger transport with hydrogen airships could no longer take place. However, because helium was too expensive and the procurement difficult of the airship in Germany has been set. In the 90s, the airship technology developed GmbH in Friedrichshafen a high-tech Zeppelin ZNT (Zeppelin new technology) with the filling gas helium. The prototype was launched on 18. 9. 1997 for its first flight.

The airship LZ 127 Graf Zeppelin
Constructed, it was considered traffic airship for large traveling range. The hull of the LZ 127 is divided by the main rings in 17 departments, each hold a lifting gas cell. In total, 105,000 cubic meters of hydrogen gas are included. In the rigid framework of both the carrier gas find and the propellant gas chamber. The rings and side members of the structure are painted for protection against oxidation. The main rings at a distance of on average 15 are crossed diagonally with steel wires m. The longitudinal members 28 run in the tip end of the ship together in there still 12 carrier.
The areas of four fins at the rear of the LZ 127 have a teardrop-shaped cross-section. The elevator and rudder can optionally with manually or electrically actuated. There was also a rudder angle indicator, which indicated the position of the rudder.
The LZ 127 was powered by five engines in the machine gondolas outside the hull. Powerful Maybach twelve-cylinder engines developed 530 hp each. In order to distribute the pressure evenly through the motors on the skeleton and the air vortex not interfere with each other, the front two engine pods are mounted higher and slightly further out than the middle. The single rear engine hangs in the middle. Machinists operated the engines and controlled the performance during flight in the gondolas themselves. This allowed them to come into place, there were walkways inside the airship.
The dimensions of the LZ 127 same an ocean liner: 236.6 m long and 30.5 m maximum diameter. By comparison, however, a Jumbo Jet appears with 71 m length rather puny. Nevertheless, he took only 58 tonnes on the scales.
The total output of 2650 hp yielded a cruising speed of 100-110 km / h, top speed 128 km / h. 20 passengers were transported km with a range of 10,000.

The interior of the LZ 127
The front of the underside of the airship is the control car, which merges gradually into the hull towards the rear. At the front is the control room with the hand wheel for elevator and rudder. Behind the navigation area, the kitchen and the radio space are arranged. In the middle of the gondola there is a lounge and dining room for passengers, later the sleeping cabins and washrooms. They slept in wide folding beds that day served as beds. At the windows were folding tables and chairs. There was also storage compartments. are, however, the large luggage had later in the hull on both sides of the gears housed the engine nacelles.
On large drives you about took 40 man staff, because there had to round the clock service to be done: 1 guide, 3 guard officers, three navigators, one balloon master, one cell maintenance, 3 side and three height helmsman, a 1-engineer and his assistant , 2-Meister, 15 machinists, 1 electrician, 3 radio officers, 1 boarding ladder, 1 Stewart, 1 cook. Always a third were each in use. On small trips to fewer people, of course, needed.

be checked before driving the carrier gas has the specific gravity. Hydrogen, fuel, and ballast can be added as needed, loaded post and provisions. Are the passengers boarded, there are still in the hall a short test run of the engines. The sandbags that are hanging on the airship removed the wooden horses, on which the ship is resting, moved away. Thus, the airship is first weighed raw. The holding teams now take the ropes to the handles on both sides of the guide and on the rear nacelle. The airship is now feinabgewogen: The teams leave shortly going on. If the ship is too easy, some gas is vented. Is it too heavy, water ballast is thrown. At the end of the LZ must swim 127th