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LZ 130 Graf Zeppelin II
The ''Graf Zeppelin II'' (ドイツ語:Deutsche Luftschiff Zeppelin #130; Registration: D-LZ 130) was the last of the great German rigid airships built by the Zeppelin Luftschiffbau during the period between the World Wars, the second and final ship of the ''Hindenburg'' class named in honor of Paul von Hindenburg. The airship, which made just 30 flights over 11 months in 1938-39 before being scrapped in 1940, was the second zeppelin to carry the name "Graf Zeppelin" (after the LZ 127) and thus is often referred to as ''Graf Zeppelin II''.
==Design and development==
The ''Graf Zeppelin II'' was nearly identical to the ''Hindenburg'', and originally designed to use hydrogen as lifting gas. After the ''Hindenburg'' disaster, however, Hugo Eckener vowed never to use hydrogen alone in a passenger airship again. The only source of helium in large enough quantities was in the United States, so Eckener went to Washington, D.C. to lobby for helium for his airships. He visited President Roosevelt himself, who promised to supply helium, but only for peaceful purposes. After the annexation of Austria in March 1938, U.S. Secretary of the Interior Harold Ickes refused to supply helium, and the ''Graf Zeppelin II'' was ultimately filled with hydrogen.
The design of LZ-130 incorporated a few improvements over the design of the LZ 129 ''Hindenburg''. Initially, the engine cars were designed to have same pusher configuration as the Hindenburg's, but as construction continued the engine pods were completely redesigned, using diesel engines powering tractor propellers. In later flights, the airship used three-bladed propellers on its rear engines; first installed on the aft-port engine car. Unlike the wooden propellers of the ''Hindenburg'', which had problems with moisture absorption causing imbalance, these three-bladed propellers were made of plastic wood and individual blades were assembled onto a main hub. The engines had a water recovery system which captured the exhaust of the engines, recovering water vapor present in the exhaust gases and condensing it for storage in tanks aboard the airship, to compensate for the fuel's weight lost during flight.
The passenger decks were also completely redesigned to accommodate 40 passengers, compared to the ''Hindenburg's'' 72. The restaurant was moved to the middle of the quarters and the promenade windows were half a panel lower. The cabins would be more spacious and had better lighting compared to those of the ''Hindenburg''; four of these were luxury cabins. The 16 gas cells were lightened and one was made of lightweight silk instead of cotton. The tail fins were slightly shorter and the number of intermediate ribs was reduced to save weight and reduce stress on the trailing edge of the fin. The lower fin had an upward curve similar to the Hindenburg's final design (after the fin was damaged during a propaganda flight). Other redesigns included the gas vent hoods, gondola and the landing wheel installation. On the nose cone there were just two windows, as with the ''Hindenburgs original design (in the ''Hindenburg'' more windows were later fitted after its test flights). The German investigation on the Hindenburg Disaster pointed to problems with conductivity on the Hindenburg's outer skin. As a result, the doping solution for the outer fabric covering was also changed, bronze and graphite were added to prevent flammability and also improved the outer covering's electrical conductivity. These changes were little-known and politically suppressed in fear of embarrassment for such a design flaw.
抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』
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