Balloons and airships, 1783-1973;: Editor of the English edition Kenneth Munson; (The pocket encyclopaedia of world aircraft in colour)

120 Pages·1973·15.56 MB·English

by  Lennart A. T Ege

J
fl"
Lennart Ege . Lennart Ege
III.:mJlrrJ
h is nearly hundred yean .inee man
IWO The Pocket Encyclopaedia
finl Idl lhe gf'(KInd andlravcllcd Ihrough or
World Aircraft in Colour
the air in a vehicle of hi. own design. His
aerial carriage w .. only a (rail, paper.
co\'ered en.ft with a burning braz.ier at
BALLOONS AND
iu base provide the hot air thai railed
10
it (rom the ground ; but (rom .uch humble
beginnin8lllemmed the ilUpinuion that
AIRSHIPS
h. ..n ee carried him worlds beyond
01.1110
hi, own.
Aner hOi air came hydrocen .. the lin· 1783- 1973
ing medium, and ancr Ihe (rcc baUoon
eame the ainhip, which could be poweTcd
and lleered in Right. In 80 well-cholcn
examples thit volume illuurates IWO
by
centuries of progrca in lighter.than.air
flighl, from the Montgolficr brolhcn'
LENNA RT E GE
original 'doud in a paper bag' of 1783 to
iu pre«nt-day Counierpari #\own by
Editor of the English edition
sporumen in many paru of the world.
In between lie the (amoul, the in·
KENNETH MUNSON
famoul and the almOit unknown: great
from translation prepared by
pioneer names like Lebaudy, Charla and
ER I K H I LDESHE I M
Parse\'al ; Ihe giant Zeppelin ainhip!lhal
operated the world', finl airline tcrvittl
Illustrated by
in 1910- 14 before their military brethren,
OTTO FRELLO
Ihose ' moosten of Ihe purple Iwilight',
rained lefTl)r on LondOfl in the Finl
World War; the great Italian polar air·
ship! of the 19701; Ihe balloon bombl
launched by Japan agailll! the Uniled
Stales in World War 2; headline·maken
like the Hindenburg and R 101 ; the
unlung but highly . UCh 'ul blimp! of
Ihe US Navy; and many
m()re.
The illustrations arc by Ouo Frello and
the book is edited by Kenneth Mumon,
aUlhor of the Pocket Encyclopaedia of
Aircnft teriQ.
LO DON
BLA DFO RD PR ESS
~------------ ~-------------------------
Fifll &,/iJA NitUm 1973
RrfWUtltd '974
English text '973 Hlandford Press Ltd PREFACE
167 High Holbom, London WCI V 6PII
1,.e 'World Aircraft in Color' series would be: incomplete
World Copyright C '973
Politikens Forlag A/S without a book. dealing with balloons and airships. This latest
Copenhagen tide in the series is therefore essential to the series and deals with
I
a fasdnating subject.
0 "37 X Eighty different types ofbaUOOOl and ainhips from '783 up to
ISB~ o~
l
the present day are illustrated and described in this book, which
All richlS • CiCnc:d. No pan of mi. hook may
presents an authentic cavalcade of the development of balloons
be IC..-odooed or trantmitted in any fonn or by
and airships down through the years. It is not claimed to be: a
any mt:anI, el«-troNc or mcehanical, inc1udinc
comprehensive selection. Twice that number could easily have
photocopyirlf, iCCOiidina: or by any inCormation. ltorage
and l"Cuicval ry.tnn, without pumi·ion in writin, been included, but the author has endeavoured to present in part
rrom
the: publisher.
those 1>3.110001 and airships which represent defmite stept in the
development of aeronautics generally and in part those which
lcfl their indelible impressions in that field. For the latter reason
this book includes lOme LTA (Ligbt.er-Than-Air) types that
previous publications dealing with this subject have not des
cribed at great length. It should be: obvious that a book on air
E C UNTY UnRARY
ships will to a great extent be dominated by two names which
even today are synonymous with tltis type of aircraft: Zeppelin
01201181 and Good)'Cllr.
This selection ius been made, and the text written, by the
Danish aviation historian Lennart Ege; the color plates are tbe
work of artist Otto FreIlo. The eompilation of this book would
ha\'e been a more difficult task if the Librnry of the Danish Air
Force, headed by librarian S. Aa. Jeppesen and located in
Vacrle.e, had not made available its vast collection of rare
"olumes and series of old periodicals on this subject to both
auLhor and artist. We are also especially indebted to Mr C.
Sch6nw1lder. an engineer now residing in Copenhagen, who
reor.ived his training on, and bec3me: a crew member of, the
pa"enger ainhips Vi!tDrUz iIlis" lJansa and Stulum and the first
German
naval ainhipt L L 2 and L 3. He willingly contributed
I,
Tat printed and boob bDund in Great Britain by
authoritative, first·hand observations and infonnation on their
a
Buder TaMcr Ltd, Frome and London
appearnna:. equipment and fates. Further valuable assistance,
Colour lettion printed in Dcrunark
both with regard to thc selection, o f tbe aircraft to be dealt with
and in supplying data about them, was rendered by: Colonel
Rougevin-&ville of the Mw&: de I'Air in Paris; Lieutenant·
J.
Commander W. Tuck at the Science Museum in London;
managing director Diplom Kaufmann Peter FOrster and library
manager Dr Ernst H. Berninger, of the Deutscha Museum in
BALLOONS AND AIRSHIPS
Munich; anistant director E. W. Robisc:hon at the National Air
and Space Museum, Smitluonian Institution, Washington, D.C.;
11troughout all periods of our civilisation, Man has concemed
Lyle Schwilling, manager of Goodyear Aerospace Corporation,
hilllscif with leaving terra firma and rising into the air. Even
Akron, Ohio; curator Olav Wetting, of the Norwegian Tech·
thousands of yean ago our anceston, while roaming about
nical Museum in OsJo; flight instructor Johannes TIUIIC5C:n,
wearily. would stop for a moment occasionally and glance sky
Jakobsberg, Sweden; aviation historian Erik Hildesheim, Copen wards in contemplation of the birds who flew about unhindered
hagen, and Mrs Milly Ege, Espelgzrde, Denmark. The work
and seemingly without effort.
of translation and revision necnary for the English edition was
There are innumerable tales and myths dealing with fiying
undertaken by Mr Erik Hildesheim, an experienced aviation gods and human beings in various shapes. Dest known is undoubt
engineer and aviator who has Hown with balloons and airships,
edly the c1anicallegend from Greece which deab with the young
and who is well known as a writer in Europe and U.S.A. The
Icarus, who escaped from imprisonment by means of wings, the
editor of the English edition is Mr Kenneth Munson, a specialist
feathers of which were fastened. with wax. In his exuberant joy
writer on aircraft and the author of the other titles in tltis scries.
over his recovered flccdom, Icarus climbed too high and the
heat from the sun melted the wax in his wings, causing him to
I
plunge to his de."\th in the waten which until.ecent years were
named the learian Sea. There are reports of a Chinese emperor,
•
Shun, who more than four thousand years ago also escaped from
his prison by fashioning himself a pair ofbird's wings. A contem
porary compatriot of his, I-I.ik-Tse, became renowned primarily
for his sky travels. Among the Canadian Cra Indillill reportJ are
spread of one of their tribe who flew in feather garbs. Even the
Incas in Peru had their Ayar·Utso who sprouted bird's wings.
In A Tlrnsand and OM Jii,/ds, one tale conttJilJ a mechanical
, Oring horse - certainly a variation of the well-known fiying
carpet I In our own latitudes there is the story about Wayland the
Smith whOle brother, £gil, procured him a. 'Oygil' (ffight tunic)
made from featlltrS procured from vultures. The Finns have
their own unique lImarinen, who simply created a Fire Bird. In
Denmark the thunder god Thor flashes 3CiC5L the s:ky in fiace:
competition with aU JOrts of winged wonden or monsten.
Numerow generations have reported boom and uproar, smoke
and steam, but nothing definite enough to fix as the date of
Man's fint, genuine Right. Yet all these visions are no more
imaginary than the 'weightless' sky chariots that only a few years
ago invaded our newspapen, ,ra dio and television as a
Jets
•
- - -- -
ford-aste of the strange contraptions that will carry coming gen The Jesuit Father FranceKo de Lana-Teni (1631-1687) from
erations into outer space. Brescia in I taly might be conside.ed the proper 'inventor' of the
In our search for something of any substance, we came across b:tlloon. In .670 he published a design for an aerial ~l project
a French source which tells of missionary who once found, in to be supported by four spheres made from very thm copper
1\
:lrchives in Peking, a report of the way the civilised nations of the sheet. A vacuum was lo be created in them j then, de Lana
east IOlved the problem of aerial navigation by means ofballoons, re,,...ned, the vehicle should rise, for the spheres would weigh
centuries before the Europeans. And herewith we approach the less than the air they displaced. This experiment was made pos
.ubstance of the problem: there never has been a true fl)'ing sible, at least in theory, thanks to the Gelman p.hysicist Duo \"On
human being and there will never be one. Man is defeated by Guericke (.600- 1686) from Magdeburg, who m 1650 had per
the fact that the weight of the human body is out of proportion I fected the air pump (the 'Magdeburg semi-spheres'). Dc Lana
to its muscular strength. However ingenious the flying machine either did not realise, or conveniently ignored, the fact that
schemes may be, they all have one defect in common: their lack of atmOSpheric pi essure would limply cause the spheres lo collapse.
a mechanical power source. Down through the yean many Thus de Lana's scheme was impractical and his aerial vessel was
designs have been tried out. With .orne of these contraptions nC\-'Cr built; yet he pointed the way to a thrilling application of
jumps have been made from roofs and towers; they usually the principle which was discussed extensively and brought him
ended disaJtrowly. many honours.
Man's first idea was to copy the flight of birds, the 'heavier In 1736 lOme rumours circulated in Europe to the effect tllat
than-air' principle. It had lo be abandoned for a while and at a Brazilian clergyman, Father Bartolomeu de Gusmlo, had
the ~inning of the seventeenth century a new conception came ascended in an 'airship'. This was an exaggeration. Many years
about: air trowel had to be tackJed on the 'Iighter-than-air' basis. earlier, however, Gusmilo had .ubmitted his ideas on lightcr
nle French author J e. . m-Savinien Cyrano de Bcrgerac (1619- than-air Right to the Portuguese king, J ohan V, who became
1655) was one of the first to realise this possibility. Around 1650 enthusiastic and gave him financial support. After some unsuc
he wrote some fiction novels about travels to the moon and the cessful experiments, Gusm!o successfully dcmorulrated a model
sun. This prophetic Frenchman worked out these trips by means hot-air balloon before the Portuguese court on 8 August '709 -
of a girdle lo which were fastened bottles filled with dew. ~ the the first demonstration of its kind in history. It involved a light
sunbeams he;!.ted the bottles their content became lighter, 10 the wooden framework covered with paper below which a fire was
wearer of the girdle climbed skywards. Adjustment of the altitude kept burning. The later rumours referred to a more ambitious
was very simple: one bottle - or more - was simply smashed. design called the Passarola (Great Bird), which is thought to have
This method worked, in theory at least, because he was on the boen a p3$'enger-calT)'ing nacelle intended to be raised alon by
right track even though he failed fuUy to realise the scope of his a large hot-air lxtlloon. There is no ICCOrd that the Passarola
idea: the finding of a substance lighter than air. For argument's ever flew, but there is a remarkable similarity betwee:n its carriage
sake he even mentioned some lightweight tanks that climbed :lnd that of a heavier-than-air C'onvertiplane designed more than
when smoke was produced inside them. If the author had carried a century later by Sir George Cayley.
his thought a bit further, and had provided a hole in the bottom While these groping efforU to build a practical 'airship' \\-'Cre
of his tanh, right then and there we sbould have had our first going on, true scientists devoted much of their time lo the study
conception of the hot-air balloon. of the various ga.sc:s. In 1766 the English chemist Henry Caven
The Italian scientist Galileo ('564-1642) had already proved, dish discovered hydrogen, originally known as 'inflammable air'.
early in the ICvcnteenth century, that air has weight. J fe first In 1774 another Englishman, the natural scientin Dr J oseph
weighed some air-fLlled bottles, tllen the $.1.me ones again after Priestley, dealt with this new gas in a treatise on the strength of
the air had been evacuated from them. which Dr J OICph Black (1728-1799) in Edinburgh conceived the
6 7
5 4
9
10
Rlaid linhip
I. Moorln, point (for attachment to 12. Forward enclne InsUllatlon 21. Passageway runnln, full len,th
moor!!l, mast) 13. Door and platform for of keel
pa~chute
i,m:r."
2. Gunner platform with speakln, 22. fuel unks
I
tube to keel 14. 8rl Ie 23. Water oollast for use In
J. Exterior catwalk IS. Sulrw2y to airship hull manoeuvrlnl the airship
4. Valves 16. Water lullut release 2. .. Crew accommodation
S. Upr,r fixed uU fin with rudder 17. Plan view Ihowln, fixed hor!· 25. Officers' mU5 and ubln.
6. Tal cunner/observer's sut zontll tall surf",e! and ellntors 26. Water lla.\llIt for USII In man·
ANATOMY OF THE AIRSHIP
7. lower flKed all fin with rudder 18. Gas cells (toul of IS) oeuvrl 0c the II "hlp
8. Water ballut relent 19. Connectln, puu.• •w ay from keel 27. Water blllast (for emercency
9. Propeller on rear Mline car to rur observer/cunner's posi relelle)
10. Silencer tion 28. PasuCeway for entry from moor·
t I. Combined buffer Ind flot:l.tion luI 20. Water ballast (for emer,ency inc nust to all SttCtlons of airship
relHH)
8 9
idea that when confined within a lufJicient1y light cover the common lOOn began to prevail, and as early as 1784 a
~nse
laner would rise. It .truck an Italian who lived. in England. Lieutenant (later General) in the French Corps of Engineen,
Tiberius Cavallo, that it should be possible to demonstrate the Jean-BaptiJte Meusnier (1754-1793). presented piaN for a bal
coiicdness of this theory in a tangible manner. He did not suc loon of dongated shape which would ofTer leu resistance in
ceed, though, for he lacked sufficient technical skill to make forward movement through the air. He abo introduced a new
an imp.cgllated gu-tight balloon envelope. Instead the scene conception ror maintaining the shape or the outer gas-filled
shifted to France, where the world was lOOn to witness the I)'1tem envelope, as gas escaped through it, by means or a smaIler inner
atic and purposeful work of two men who transronned the bag termed the 'ballonet', which was to be filled with air supplied
theories about the variow gases into a practical result. They were rrom a pump mounted in the car. This ingeniow principle has
the brothers Joseph and Etienne Montgolfier from Vidalon-Ies ever since been adopted in all non-rigid and semi-rigid ainhips.
Annonay, near Lyons, who were the first to produce a man The Mewnier ainhip was to have been driven by three large
Ctlrrying hot-air balloon. TIlls type is called the Montgolfibe. propdlen. Suitably shaped propeUen or aincrev.'I had already
aner them.
been envisaged or tried out by such aeronauts as Alban, Blan
. Once Man had sucooeded in producing a pr3ctical balloon chard, Potain and VaJlet. However, as already mentioned, a
It was only natwa1 that his attention should nat be directed suitable powerplant remained the problem. Steam engines wen:
towards turning it into a genuine aerial vehicle which could be available, or course, but their performance was feeble and they
driven by sail power or by means of Dan and be steel cd with a remained too heavy and clumsy ror we as aelo-engines. Mewnier
rudder. It lOOn realised that, to render a balloon dirigible calculated that 80 men should be needed to drive ltis ainhip by
W3S
(steerable) at all, it mwt advance at a higher speed than the air hand at the nttesSary lpeed to render the rudder effective. TIlls
surrounding it. No su~table means of propulsion being available, would mean an ainhip orluch large size as to make it impractical.
the last years of the tJghteenth century brought forward a. great Yet Mewnier will be remembered rorever as the one who really
number of weird propositions. They comprised schemes employ conceived the luccusrul dirigible rorm.
ai~hip
ing airscreWi or complete driving wheels operated by brawny The fint serious attempt to build a dirigible airship was made
~en or even by horses. Other suggested means of propulsion by two Swiss, John Pauly and Dun Egg, living in England. In
~nclud~ hOI-.air or steam jet propulsion. Even the idea of employ 1816-17 these two men produced an ainhip with an em-elope or
mg traJned bIrds as draught animals was advanced in aU seriow dolphin shape, made rrom gold-beater's skin and provided with
ness. Here eagles were the first choice, but even pigeons had their a ballonet. One interesting detail or their ainhip layout was a
a.dvocates. ~ng ~e 'bird punge' proponents may be men And-filled box acting as a sliding scale in the longitudinal axis or
lIoned Kayser Vienna (ISoI), MdntOlh in London (1835) the ainhip by which means the climb and descent was to be
In
and Madame Tessiore in Paris (1845). controlled. Count Ferdinand von Zeppelin in Gennany was later
Not everything was pure imaginative fancy. One voice ex to adopt this method in hLs fint rigid airships. Pauly died while
pressing c1ear-Jighted conceptioN abo spoke out. It belonged to the airship was being buill and it was never completed.
the Engl~hman Sir George Cayley (1773-1857), one of Ihe most At that time airships were aJwa}'s referred to as 'dirigible
outstanding ligures in the whole history of aeronautics. His con balloons'. A really outstanding ainhip model, built in 1850 by
tributions in these fie.lds are many and varied. Among the the French watchmaker Pierre Jullien from Villejuir, outside
p~blems bckled by him was the development of a real light Paris, and demolUtrated at an exhibition in the French capita1,
WeIght Iteam o~ compressed-air engine, eo.-en of the piston type. flew o:cellently. It was pov.-ered by " clockwork engine which
But for a long tlIne nobody heeded his revolutionary, pioneering drove two propellen placed on each side of the centre-line or the
work. aircraft. In appearance it resembled very much the rigid Zep
..
Though Cayley remained the ignored 'lonely swallow', pelin airship of fifty }'ean later. A rull-size Jullien ainhip
Wall
"
said to have been built in 1852, but if so itJ power.plant and fate Rosendahl, and Captain Max Pruss, the last master of LZ 129
arc unknown. However, the rcsultJ aebieved with the Jullien Hindenburg. The last moving spirit of the Zeppelin yards, Dr Hugo
airship model proved an inspiration to the French engineer Eckener (who died in 1954 at the age of 86) was, on the other
Henri Giffard, who did succeed in producing a small and light hand, somewhat less optimistic. But at Goodyear there are still
steam engine and thereby truly inaugurated the airship era. leading officiah with implicit faith in large passenger-c. .t rrying
The varied story of the development of the balloon and airships. Yet they all realise that iftlle airship is to compete with
the airship, with itJ abundant triumphs and failures, is told the modern jet airliner at aU it will be on the score of the con
in the type descriptions in the tat that follow and is also illus venience that the former offers. In tltis hurried age of fast air
trated in the colour plates. It becomes evident that no balloon travel there still are people left who prefer restful travel at a
ascent was ever a routine matter, nor ever will be. And every more leisurely pace.
time an airship climbs skywards, be it in times of war or peace, It is principally circles in Great Britain and Russia that now
the reigning atmosphere on board is akin to that of the pioneering propose the revival of airship travel. The Soviet Union has
daY'. always needed to transport large quantities of cargo over great
The balloon has not become an anachronism; indeed it is still distances. In both countries much has been written, and dis
'going strong' today. At first, balloons were used as an exhibition cussions have been held, of both tile advantages and disadvan
stunt at public displays. Later, they served scientists as research tages of cargo airships. The belief is that they must be able to
vehicles; were employed as instrumcnu of war; and, more carry weful loads of between 500 and ,000 tons if there is to
J
happily, have become the attractive mountJ of keen sportsmen. be any justification for them at all.
By an odd chain of development ballooning, which began with The advantages of the modern airship may be listed as follows:
the hot-air type, has now traversed the full circle until today a its frame can today be made of plastics materials, and the gas
modern version of the same type is used alongside the gas-filled cells will be filled with helium. Today tlris element is available
variety.
in much larger quantities than formerly; and, what is still more
The future course of the airship is slightly more complicated import,mt, is now available outside tlle United States, which no
to plot. Admittedly, small non-rigid airships, mainly of Goodyear longer enjoys a monopoly of the gas. Conventional petrol and
manufacture, are still to be seen used for advertising in the skies diesel engines or atomic power could be used as powerplantJ,
of Europe and America; and as rttently as Mareh 1972 a when coupled to eTcctric generators that provide tlle current for
192.5 ft (S8·7m) long Goodyear advertising and TV airship the electric motors which drive the propellers, they would have
named Europa was built in the historical Cardington airship shed a lower noise level. Bccawe only very low starting and landing
in Bcdfordshire. However, no really large passenger airship of speeds are involved, air contamination is also held to a mini·
the rigid type has now been built for more than thirty years. It mum. These qualities, combined with an almost limitless flight
is also a fact that the term 'Zeppelin' has become synonymous duration, likewise spell increased safety. Finally, now that pas
with tlle concept of all large airships, and from as long ago as sengers, if carried, will travel for pleasure and sightseeing at low
World War some still associate these giant air monsters with a levels, they can enjoy comfort to a deglee hitherto unknown and
1
n~w ~nd terrible form of warfare or with massive disasters. Iflarge unavailable in heavier-than·air craft. Such vessels will move
airships are ever to stage a comeback-and they still have their about with unrestricted ease, at greater safety, throughout their
advocates as well ;u their antagonists-it will most likely be as ai• r voyage.
pure cargo carriers.
To deal with the unavoidable drawbacks as well (wlrich can
Some of the present advocates of airship revival include voices never be entirely eliminated from passenger accommodation or
from out of the past, so to speak. They number, among others, cargo facilities), it must be pointed out that the modern airship
lhe former American airship commander, Admiral Charles E. must necessarily be of large dimensions; lengths of about 1,475 ft
" '3
(450 m) have been mentioned. A giant hull of that nature is not
meant for high altitude flying, and hence will be exposed to the HATOMY OF THE CAPTIVE I
~BSERVATION BALLO ON
unstable weather conditions in the lower regions, such as strong •
2
headwinds and ice formation. This in turn inHucnces the question
of economical serviee which, above all, remains the deciding
factor. Thus the t:xpc:rts at present mwt investigate whether it is
cheaper overall to transport heavy and bulky stores in airships
•
rather than in surface vessels or aeroplanes. Optimistie calcula
tions favour the ainhip, but IOmething else rowt also be con 4
sidered - and that is whether it will prove a paying proposition
to develop and build new airships unless they can be turned out
•
in sub:st:lntial numbers. Doth the advocates and the adversaries •
•
of the airship have advanced long rows of dry figures and finan
cial calculations in support of their points of view. Their findings
really fall beyond the scope of this book, but may be studied in
trade journals and technical voluDles.
Kite balloon
One point is not in dispute. It would be a great pity if people
of today should be deprived of the magnificent sight which im
I. Valve openln,
pressed former generatioN 10 much: to witness one of the 2. Gu·fjlled envelope 12. Main ¥<lIve
,U
'Queens of the Sky' soar by across cities and countryside, unper 3. Sublllsln, ba, 13. Valve line InSide bliloon envelope:
4. Air Inlet to ~lIonet and when pulled, Is dlKhar,ed
turbed by noisy and smoke-trailing jet aeroplanes hurrying by.
subllllln, b,i, 14. Ballonct ootlet open!n,
Let U5 hope also that the hitherto unhappy associations of the S. Valve line to basket IS. Alr.filled ballonet
6. Buket 16. Air pasu,cWlY to sublllsln, bl,
word 'Zeppelin' may also disappear along with that terminology.
7. Neck 17. GiS outlet openln,
B. Atuchmenu for reulnln, nettln, 18. Air outlet openln,
9. HoIdln, cable
10. Stretcluble stroblUsln, .urflce
II. Cone •• haped lubllhier
12
Wind direction
•
InboiUd profile
•
•
,
'5
"
The Montgoltl.r broth. r.
A NATOMY OFTHE FREE
BALLOON
15
I. G;u wive (openad when t'"
~tloon II to dascend)
2. Nettln,
3. 'Crows felt' Junction 01 nettln,
and attachment lines
4. Inltrument panel --1-13
S. Arrestln, ropes
6. Tn.II-rope (In olden days with an
anchor attached)
7. Wooden bo.rcls
8. Buket
9. Basket Utachment ropes
10. !luket hoop
II. Attachment lines
12. Neck outl.t (appendix)
(U
13. BalJoon envelope
14. Equuor (diameter) of Ipherlcal
~tloon
IS. Rlppln, panel
16. Attached line for pullinC away
rJpplnC panel
17. Une pulled to open CU nlv. on
top of balloon envelope
Spherical balloon
TYPE DESCRIPTIONS
The balloons and ainbips are .hown in the colour plates in chronological
order as far as this has been technically feasible. We have funher nriven 10
present each balloon orainhip in. lelling charaeleristieof thaI panicular
Iype. Extensive research has preceded the rendering or the ..... rious colour
I
schemel; Ihis applies to the early Iypo particularly. anen, few sources
were available which dale that far back, yet the available infonnalion has
in KVCral instances been conflicting. In .uch cases the ed.iton have had 10
usetheir judgment. The Iypedcscriptioru donolgive everydctailshown in
the coJour plalellU this is nol nec .. nary. The text deab with the develop
menlofthe types and with their civilian or military career. Infonnation is
abo ineluded about their erew and capacity, how they were used and, if
, T. .. _1<1"0 "'. . __t o. ,.,. ... do R. .... _All .... ""_ ,,·Art..-.dK '"
applicable, armed. In the case orainhips, their technical.pecificalions are tllM- _ .... "- L.o 101 ...." __ P. ... on 21 No •• , t... ,n] TNt .... ~ 01
included as well. ,*-. .....t .".., to ... .... ""'~_
",._01.
,6 LtIr T. .. ho1 .... ~.1Ioono!' ....... ""'~ .. _ ...... c ..., ..j, ... f .... u _
(I OI>MQ. _ G\Ki. _"" _ eodo.I