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The Parsevals were 22 airships built between 1909 and 1919 by the Luft-Fahrzeug-Gesellschaft (LFG) following the design of August von Parseval. In the 1920s and 1930s, three more airships were built following the Parseval-Naatz (PN) design.
As with the rival Zeppelins, the airships were, in both English and German, referred to by the name of the inventor. (In German, the nouns were masculine, that is, "der Parseval", "der Zeppelin".)
In contrast to the Zeppelins, the Parsevals were non-rigid or semi-rigid airships, with little or no stiffening structure inside the fabric envelope. The Zeppelins had a rigid internal framework made of duralumin. Both types relied on hydrogen gas to provide lift.
Diagram of an early Parseval airship. The two internal balloons were not for lift generation. They were ordinarily pumped with air when a vessel began losing its shape due to hydrogen's pressure changes.[1]Brochure of the Luftfahrzeug-GmbH
Power plant: a 62 kW (85 PS) Daimler-Motor, a 4.25 m-prop
On 21 and 22 September 1909 three test flights, improvements to steering and hull, afterwards transported by train Zug to Zürich for the Gordon Bennet Ballon-Races, four demonstration flights in Zürich. The Swiss airship department provided gas filling services, and the chief of the Swiss military general staff was among the passengers for the first flight over Swiss soil.
In February 1910 was used as the "Kaiserliche Aero-Klub-Luftschiff" (Imperial air-club airship) and in Bitterfeld until its end of service
20 Flights between 21 September 1909 und 21 April 1910, the last flight a forced landing
Experimented with an image projector (see also PL 6 where advertising images were projected on the hull)
Willy Stöwer illustrated the military airship PII reporting the approach of a Wright Flyer in 1910.
After seven flights, the hull volume was enlarged on 1909-03-23 from 5600 to 6600m³, refilling starts 1909-06-05, length remains at 70 m, diameter increased by one metre to 11.3 m, test flight 1909-06-28 in Bitterfeld
Regular passenger flights with up to seven passengers and 4 crew from the International air exhibition in Frankfurt/Main from 7 August until the end of October 1909. Total 74 flights.
Put out of service after flying into the sea on 1910-05-16
Power plant: two 81 kW (110 PS) N.A.G.-Motors, each driving a four-bladed airprop
Max speed: 14 metres per second (50 km/h), possibly 16 metres per second (58 km/h) with only 6 persons[2][3]
Flight duration: 20 hours or longer
Flight ceiling: 2500 metre
Crew and passengers: 12-16
Crew: 3-4
The Luft-Fahrzeug-Gesellschaft brochure shows the PL 7 (Type B), intended for the Russian military, one of its six-cylinder 100 PS engines, and its gondola with two engines driving semi-rigid props
PL 19 was intended for the British Royal Navy as "Parseval No.5", but upon war's outbreak was used instead by the German Navy. In England Vickers constructed three replacement hulls and 2 gondolas with identical specifications.
Maiden flight: 30 August 1914
Length: 92 m; Diameter: 15 m; Volume: 10,000 m³
Power plant: two 132 kW (180 PS) Maybach-engines, max speed: 76 km/h,
See: Parseval PL25
PL 25 was a military airship made in 1914/1915. It was the last single-gondola Parseval airship. It made its first flight on 1915-02-25, entered Navy service until 1916, after 95 flights.
PL 26 was a semirigid airship whose maiden flight was on 1915-10-26, but it had an accident upon landing and was destroyed in a fire, with no casualties.
PL27's maiden flight was on 1917-03-08. The major difference from its predecessor PL 26 was the specification of the gondola. Because it no longer met increased military requirements, it was not put to military service but instead converted to a passenger airship in 1919. The Treaty of Versailles resulted in its dismantlement in 1920.
Built in 1929 as D-PN 29 with a passenger capacity of 5
Volume: 2300 m³
Length: 44 m, diameter: 10 m
Power plant: one Siemens-Halske-engine of 75 kW (100 PS)
Max speed 82 km/h
Total flying time: about 600 hours in 200 flights
On 1930-05-21 PN 29 acquired the Swedish call-sign "SE-ACG Sidenhuset", after the then well-known ladies boutique from Stockholm. The word "Sidenhuset" was displayed in large letters on its hull.[6] The owner was "AB Luftskeppsreklam i Stockholm" (Airship Advertising Co).
Sidenhuset's task was to make advertising flights over the 1930 Stockholm Exhibition (Stockholmsutställningen). The airship was damaged by wind due to its being parked outside. The manufacturer arrived and it was decided to fly the ship back to Germany for repairs. During the fight it crashed into the Baltic Sea, south of the island of Öland, on 1930-06-04. The airship sank, but with no casualties.[6]
^Atlı, Altay (2008). "Story of Turkish Aviation". Archived from the original on 12 May 2012. Retrieved 19 August 2010. Parseval PL-9 was sent aloft in Yeşilköy on 23 July 1913. A crew of German and Turkish officers and engineers manned the balloon, which managed to reach an altitude of 300 meters.
Schmitt, G. und Schwipps, W. - Pioniere der frühen Luftfahrt, Gondrom Verlag, Blindlach 1995, ISBN3-8112-1189-7
Haaland, D.; Knäusel, H.G.; Schmidt, G. und Seifert, J. - Leichter als Luft - Ballone und Luftschiffe, Die Deutsche Luftfahrt Bd. 26, Bernard & Graefe Verlag, Bonn 1997, ISBN3-7637-6114-4
Reid, A. - The Parseval Airships, Lulu online publishing, 2015.
Seifert, Dr. Jürgen - Die Luftschiffwerft und die Abteilung Seeflugzeugbau der Luft-Fahrzeug-Gesellschaft in Bitterfeld (1908 - 1920) Bitterfeld 1988, ISBN (none)
Luftschiffahrt, Dem heutigen Stande der Wissenschaft entsprechend dargestellt von Regierungsbaumeister K. Hackstetter, Oberingenieur Siegfried Hartmann, Regierungsrat Hofmann, Leutnant Ernst Mickel, Emil Sandt, Oberleutnant a. D. Stelling, Dr.P. Schulze, und Graf Ferdinand von Zeppelin, 1908
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