Benutzer:Hadhuey/Zeitleiste LS

Siemens-Schuckert-Quellen

MCSM 1907 begann man bei den Siemenswerken mit dem Bau von halbstarren Luftschiffen. Nach dem Bau von drei Schiffen gab man den Luftschiffbau 1911 wieder auf." Siemen-Parseval P4 mit Fernlenkgleiter

LS

russisch

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hier pgepakt

Das Luftschiffprogramm der Sojwetunion wurde 1932 bis 1936 (nach anderen Quellen 1931-35) vom italienischen Luftschiffer Umberto Nobile geleitet. Unter seiner Führung entstanden wahrscheinlich 9 Kielluftschiffe. Angeblich waren insgesamt 92 geplant. Italien unterstützte Moskau mit Militärtechnik, auch im Bau von Luftschiffen. Dabei gab es mehrere Rückschläge. Ein Schiff, das mit italienischer Hilfe entstand, verunglückte 1933, im Jahr darauf verbrannte ein unter Hilfe des Ingenieurs Felice Trojani gebautes Schiff gemeinsam mit einem dritten Schiff in seiner hölzernen Luftschiffhalle. Danach wurde ein oder mehrere weitere Schiff, im wesentlichen Kopien der erfolgreichen Italia nach den Plänen von Nobile gebaut. Einige Quellen sprechen von etwa einem dutzend erfolgreicher Luftschiffe. Sie hatte etwa 20.000 m³ Volumen, drei Motoren, Höchstgeschwindigkeit 110 km/h Reichweite ca. 3200 km, 16 Besatzungsmitglieder und Platz für weitere 16 Personen.

(Das sowjetische Luftschiff "СССР-В6" (UdSSR-W 6) sollte die Arktis erforschen. Über diese Fahrt sind jedoch keine Aufzeichnungen bekannt.)

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Clive Foss tells how the airship phenomenon caught the imagination of the Soviet Union -- becoming a key propaganda tool to Stalin, both at home and abroad.

For most of the 1920s and 1930s, the airship, or dirigible, seemed the transport of the future. The ships operated smoothly and quietly, covered huge distances with few stops and had not a single fatality in passenger service until the disastrous explosion of the Hindenburg in 1937 brought their era to an end.

After the Graf Zeppelin entered service in 1928, airships generated enormous enthusiasm. Everywhere the Zeppelin went, crowds flocked to see it and governments welcomed it. Not least enthusiastic was the Soviet Union, then under the firm guidance of Stalin, who was determined to make his country first in everything and to show what Communism could accomplish.

The Russians threw themselves into the airship craze, embarking on a vast programme of construction which reflected Soviet ambition as well as the propaganda of the Stalin era. Despite extravagant claims, few ships were ever built and the image of contemporary propaganda is highly misleading. It trumpeted real or projected Soviet achievements behind a shroud of secrecy which made it virtually impossible for outsiders to know what was really happening.

Already, before the Revolution, Russia had a small fleet of airships. The best known, the Albatross, which had a volume of 10,000 cubic metres, had been used to bomb German fortifications. Volume determined the power of a dirigible: the greater the quantity of gas, the greater the lifting force. Small ships, or blimps (`type B-limp' as opposed to `type A-rigid') simply consisted of a soft bag of rubber filled with 1,000-7,000 cubic metres of gas. Larger ships needed reinforcement, which could take the form of metal keel (`semi-rigid' ships of 8,000-35,000 cubic metres), or of an entire internal metal structure (`rigid' ships of up to 200,000 cubic metres). The most famous and successful dirigible, the Graf Zeppelin, was of the rigid type and had a volume of 105,000 cubic metres, while the typical modern advertising blimp is of about 5,000 cubic metres.

War, revolution and civil war interrupted further development until 1920, when the Soviets built their first small blimp. Two other experimental models joined it by 1925, the largest of 2,400 cubic metres. The ambitious Five Year Plan (1928-32) produced a series of experimental blimps, designed to test the practicability of the airship, to train crews and to prepare for the production of larger ships. The first of these made a series of flights over Moscow and the surrounding region, to the astonishment of the population which had never seen such a ship. The next three, numbered V1 to V3 (2,200, 5,010 and 6,500 cubic metres respectively), were built in Leningrad in 1932 by the newly-established Dirigible Construction Trust. Although the V2 soon crashed, the others flew as far as the Black Sea, demonstrating the utility of dirigibles for the transport of passengers, freight and mail, appropriate to the vast distances of the country and capable of surviving adverse climatic conditions.

So far, the Russians had shown that they were able to construct small airships, but their ambitions were far less modest. They aimed to surpass the capitalist world by building more and larger dirigibles than had ever previously existed. This was the result of seeing the great ships in action.

Russia first came into contact with the airships of the West when Roald Amundsen, the first man to reach the South Pole, determined to reach the North Pole by air. After his first attempt by plane failed, he turned to the airship and to a highly successful Italian builder, Umberto Nobile. Amundsen bought an Italian airship, which he renamed the Norge, engaged Nobile as pilot and achieved a brilliant success. He flew non-stop from Spitzbergen to Alaska over the Pole during May 11th to 13th, 1926. On the way to Spitzbergen, the ship stopped in Leningrad, where it attracted great attention, especially from the Russian military. Two years later, Nobile flew an Italian airship, the Italia, over the Pole again, but crashed on the return. Nobile, who had allowed himself to be rescued while his men were still trapped on the ice, was disgraced and resigned his commission.

The Graf Zeppelin next appeared on the Soviet scene. It passed over Russia on its spectacular round-the-world flight in August 1929, but to the chagrin of the locals had to avoid Moscow because of bad weather. On September 11th, 1930, however, the famed ship landed in Moscow, where it was greeted by high officials and a throng of 100,000. The Graf Zeppelin returned to Russia in July 1931, for an 8,000 mile flight over the Polar regions. It stopped in Leningrad to pick up mail. Then, on July 27th, it made a more dramatic stop high in the Arctic. At Quiet Bay on Hooker Island, part of the Franz-Joseph Land archipelago, it briefly touched down on the water for a historic rendezvous with the Russian icebreaker Malygin which had sailed from Archangel.

One of the passengers on the Malygin was General Nobile, whom the Russians had invited to advise them on airship construction. They wanted him to stay and build ships of the kind for which he was famous in Italy. Stalin himself agreed to the plan, while Mussolini was willing to let Nobile go for the good publicity his work would bring to Italy.

When Nobile reached Moscow, the chief of the Dirigible Construction Trust revealed his grandiose plans: a fleet of 425 airships of all kinds and sizes, far more than all the other powers combined had ever built. Russia needed them because of poor internal communications and hoped to put them to all kinds of uses, including sowing crops. When Nobile pointed out that this would cost hundreds of millions of rubles, the Soviets assured him that they could find all the money they needed. In fact, any plan approved by Stalin had first claim on the Soviet budget.

Nobile settled in Moscow in May 1932. Nothing was ready. The construction site had no hangars, no workshops and no materials. The would-be builders did not even have drawing tables or paper, but had to use the backs of old maps and whatever furniture they could commandeer. What the Russians lacked in materials, however, they made up for in numbers and enthusiasm. Nobile was assigned eighty young engineers and thirty designers and the Dirigible Training School, which was preparing technicians for the great envisaged triumphs, had another 500 enrolled.

In fact, there were far more engineers than necessary and they actually interfered with progress. In Rome, Nobile had needed only ten of them to design two to three dirigibles a year. Here, quantity and attitude were supposed to compensate for quality: many of the engineers were poorly trained or had no experience and those who were not Communists were under constant suspicion. Even worse, there were regular meetings devoted to self-criticism, where totally uninformed Communists would lead the discussions and waste everybody's time. Because political reliability was a far higher qualification than technical skill, the directors frequently changed; few of them were competent, and all proposed changes in operating procedures. During the project, many of the engineers left for better jobs, which made planning difficult. (This was a time of tremendous construction work all over the country.) Yet most of the Soviet team were full of enthusiasm for the project and regime, confident that they would overcome any obstacle to achieve the Plan.

A five-year plan for dirigible construction was announced when Nobile arrived. More modest than the original proposals, it envisaged a fleet of fifty semi-rigid ships of up to 100,000 cubic metres; four rigid types of 125,000 and another four of 250,000. When Nobile protested that even Zeppelin could not do a tenth of this in that time, he was told that Communism could succeed where capitalism failed. He finally undertook to build an experimental semi-rigid ship of 2,000 cubic metres to introduce the Russians to Italian techniques; a large semi-rigid (19,000 cubic metres) of the type he had built in Italy; a Zeppelin of 100,000 cubic metres; and an all-metal ship of Russian design, which he did not consider worthwhile. In spite of awful working conditions -- no heat, no phones, no extendable ladders and roads that were virtually impassable in winter -- Nobile managed to construct his first small ship, the V5 (2,150 cubic metres) in five months; it was launched in January 1933.

Everyone now wanted to begin work on the main project, the large ship of the Norge class, but there was still no hangar, workshops were inadequate and raw materials were in short supply. To make matters worse, Nobile was in hospital for six weeks; he found such chaos on his return that a new set of ambitious plans (which even involved building a dirigible to reach the stratosphere) had to be abandoned. Designing and drawing finally began in summer 1933.

The project encountered unexpected problems. The most important for its long-range effects was the Chelyuskin disaster, where an icebreaker attempting to round the north coast of Russia was crushed in the ice and its crew marooned in the Arctic in March 1934. Nobile had to advise against sending airships to their rescue, for the existing fleet of blimps was not adequate for the conditions. Instead, the sailors and scientists were triumphantly rescued by planes landing under the most adverse conditions. The heroic rescuers were personally received by Stalin, and their feat celebrated all over the country. The success of the aircraft and the resulting publicity had ominous implications for airship construction, but Nobile's projects continued.

Stalin, typically, did not entrust such an important project entirely to foreigners. While Nobile was struggling, Russian engineers working independently constructed a semi-rigid dirigible, the V7 (9,150 cubic metres) in August 1934. But only a few days later it was destroyed by a fire in the hangar where a proposed lightning conductor had not been installed. This loss of state property after such effort brought in an investigating commission of the dreaded OGPU. Everything stopped amidst apprehension of serious trouble.

Work soon resumed, however, and the V6 was finally ready for its maiden flight on November 5th. Two days later, it flew triumphantly over Moscow as part of the celebrations of the anniversary of the October Revolution. The V6 was named Osoaviakhim after the mass organisation that was instrumental in popularising aviation. It was an improvement over the Italian model, with a volume of 18,500 cubic metres, speed of 93 kph and a payload of 700 kilogrammes.

All the ships built during Nobile's stay in the USSR from 1931 to 1936 were intended to carry passengers. The V6 was to be used on the line from Moscow to Sverdlovsk, but could not operate because there were no hangars, refuelling bases or mooring masts. It was only in 1936 that a mast was finally installed at Sverdlovsk and a successful trial flight made. Nobile's V6 was the great success of the Soviet lighter-than-air fleet. It was also the largest ever built in the country. It even broke all world records by staying aloft for 130 hours in October 1937. The following February, though, it met disaster. A Soviet team of Arctic explorers had set up camp at the North Pole, but the ice under them had started drifting and was approaching Greenland where it threatened to break up altogether. The V6 was sent to the rescue but crashed in bad weather high in the Arctic region. The scientists were eventually rescued by icebreakers.

The V7 seemed to be doomed: destroyed in its hanger when new, it was replaced by a ship of similar size, called the Chelyuskinite, which was launched in spring 1935, only to crash the following October. Nobile's other large dirigible, the V8 (at 9,500 cubic metres the same size as the V7) was not much luckier: its load capacity was too small, it had unsuitable aeroplane engines, and was finally retired in 1938 after only two years' service. By then, Nobile had returned to Italy and detailed information about the Soviet experiment with dirigibles comes to an end, yet activity continued. The largest ship up to that point, the V9, with a volume of 25,000 cubic metres, was under construction in 1936. It was to have eight cabins for sixteen passengers, with smoking compartments and electric kitchens. There is no evidence that it was ever built, nor is there any information about the V10, which had its trial flights in Moscow in May 1938.

In most countries, the explosion of the Hindenburg in 1937 terminated the age of the airship. The Russians, though, claimed not to be discouraged, but planned to continue building at an accelerated pace, filling their new ships with inert helium of which they had large reserves. This announcement seems to have been mere bravado, for the great construction programmes were actually at an end.

A few blimps were built later. They contributed to the war effort by suppling districts behind the front, convoying ships and searching for submarines and mines. After the war, they were valuable for communication with remote regions without roads or airports and for scientific expeditions. The last, the passenger ship Patriot, entered service in 1946. By the 1950s, regular domestic flights of dirigibles stopped and the era of the airships, great and small, came to an end.

Publicity and propaganda naturally accompanied the ambitious and expensive programme of dirigible construction. The first wave was designed to arouse interest and enthusiasm (the Soviets called this `agitation'), the second, to spread information by advertising real or imagined accomplishments. Propaganda took many forms, some active, such as public participation in parades and money-raising campaigns, but most was passive and visual. The Soviet citizen would be confronted with huge images of airships on posters or tiny ones on postage stamps. Dirigibles would become familiar and highly desirable.

In order to engage the public, the government organised demonstrations throughout the country. To celebrate the fifteenth anniversary of the Revolution (November 7th, 1932) the four Soviet blimps flew over Red Square. In 1934, the festivities for the twentieth anniversary of the Communist Youth Organisation included a great parade with models and drawings of planes and airships. Later, the V6 flew over Moscow and other cities and popular organisations and youth groups spread the publicity. The recent Russian film, Burnt By the Sun, realistically portrays such a campaign in the countryside in 1936. Popular participation stirred enthusiasm and made it easier for the state to raise money.

Although the Soviet dictatorship controlled all the resources of the country, it found ingenious ways to extract money from its underpaid citizens. The Pioneers (children of eight to sixteen) were sent to solicit funds for dirigible construction. Officers and men of the Red Army also contributed, but most important was the activity of the Society for the Support of Defence and Aviation and Chemical Construction, or Osoaviakhim. This vast paramilitary organisation of over 3 million members spread military training and awareness of aviation among the population. Its members raised funds for military projects, including airships, by selling tickets for an annual lottery and by appearing at factories on pay day to extract contributions from workers who knew better than to refuse. These methods generated enormous sums: in 1931, Osoaviakhim raised 20 million rubles for airship construction. As a result it had the privilege of naming the first ships, which were to be called the Lenin, Stalin, Old Bolshevik, Pravda, Klim Voroshilov, Osoaviakhim and Collective Farmer.

These ships appear on the early `agitational' propaganda of the airship construction campaign. Most visible and prominent were posters, a medium in which the Soviets excelled. One example, designed by the prolific artist Dolgorukov has the airship Pravda flying over the Kremlin, greeted by an enthusiastic crowd bearing banners. Beside it are photos illustrating the structure of a rigid zeppelin and typical exhortations: `Soviet dirigibles must and will fly over the Soviet land!' `Let's create a powerful Soviet Airship Industry'. The poster dates from 1932, when the highest ambitions were still being entertained. In fact, the Russians never did build a rigid Zeppelin.

Another poster advertises the Osoaviakhim lottery of 1931: `Not one shock-worker of socialist construction without a ticket for the 5th lottery of Osoaviakhim. It portrays the dirigible Klim Voroshilov (appropriately named for the head of the Red Army) flying over symbols of modern Soviet agriculture, since the lottery was raising money for its construction. The most spectacular, also of 1931, shows Lenin gesturing toward a mooring tower with a fleet of gigantic dirigibles in the background, bearing the names proposed by Osoaviakhim. Below them, a crowd carry banners with the message (in various languages of the Union) `Let's build a dirigible named for Lenin'.

Similar messages appeared in a medium that reached virtually everybody. As propaganda for the Five Year Plan, the government issued a vast series of postcards with `agitational' messages to encourage industrialisation, collective farming and other aspects of progress. They were especially important because the plan greatly increased postal services and because the government routinely opened and censored letters. The safest and easiest means of communication was by postcard. Several advocating dirigible construction were printed in quantities between one and two million.

Typical examples from 1930 and 1931 show the projected airships: the Pravda flying over the Soviet Union, the Klim Voroshilov over a tank and cavalry and the Osoaviakhim above a collective farm. The ships were to cover great distances, to form part of the military build-up and to be of help to all. The slogans were unambiguous: `Every Factory, Shop and Brigade -- to the Ranks of Builders of the Dirigible Klim Voroshilov!'; and `Everyone Must Participate in the Construction of Soviet Dirigibles'. The public was urged to join the effort of raising money for the new air fleet.

Postage stamps, particularly valuable for spreading propaganda abroad since they were popular among foreign collectors, bore more vivid images -- their message carefully designed for maximum effect. The stamps begin in 1930, to celebrate the arrival of the Graf Zeppelin. The ship arrived on such short notice that the Russians did not have time to design a special stamp, but simply inserted the Zeppelin into a well-known poster that advocated completing the Five Year Plan in four years (1). In this way, airships appeared as part of the plan and the foreign ship did not have to be named at all. The Graf Zeppelin appeared on another stamp the next year, to celebrate its rendezvous with the Soviet icebreaker (2). The stamp depicts a polar bear observing the meeting, with a totally misleading inscription `Pole du Nord' (in French so that foreigners would get the message). In fact, the meeting took place far from the Pole, just above the eightieth parallel.

In May 1931, when enthusiasm for airships was at a peak and Soviet ambitions unlimited, a set of `agitational' stamps advocating dirigible construction appeared. One shows a ship flying over the new Dnieper dam, then the largest in the world (3). Airships were to be part of the vast effort that was transforming the whole country. The ship on the 50 kopek stamps flies over the globe, above a map of its routes (4). They stretch across the entire Union, from the northern seas to the southern deserts. The last portrays engineers at work designing the ships (5). This at least was realistic, for at the time nothing larger than a blimp had been built and no long routes were in operation.

A new series of stamps issued in October 1934 moves from agitation to propaganda. On the 5 kopek, the great Pravda emerges from its hangar (6), the 15 kopek shows passengers about to board the Voroshilov (7), while on the 20 kopek an unnamed ship has just left a mooring tower in a large city (8). These appear to be photographic images of actual ships in service. The final stamp presents a drawing of the VK-N19, the Lenin, over a map of the route from Moscow, via Kazan and Sverdlovsk, to Magnitogorsk, beyond the Urals (9) -- a substantial reduction from the network envisaged in 1931. The message is clear enough: the Soviet Union has a fleet of powerful airships, which fly regularly over vast distances.

None of this was true. By 1934, the Soviets had two large semi-rigid ships, the V6 and the V7. The Pravda, Voroshilov and Lenin had not yet been built. The Soviets never had nineteen airships or even blimps. There were no mooring masts and regular long distance service was not attempted even on a trial basis until 1936. These seemingly photographic images are really all projects or fantasies, propaganda designed to show Russia as a powerful country, in the forefront of aviation technology, with a vast fleet of zeppelin-type dirigibles.

With these stamps, propaganda for the airships reaches a crescendo. After that, they hardly appear at all. One stamp issued in 1938 to promote aviation shows a dirigible labelled `SSSR' flying over the Kremlin (10). This is the last contemporary image. The previous year, the same dirigible appeared among the great Soviet achievements portrayed in a series of ceramic plaques on the Northern River Station, built in 1937 on the completion of the Moscow-Volga canal. The other plaques show buildings, the Dnieper dam, a tank, a steel mill, a locomotive and a stratosphere balloon. The Soviets could still take pride in their airship programme, even though the designation SSSR seems purely generic, for no ship of that name is recorded.

Since the Soviet Union controlled all sources of information, foreigners were in the dark about Stalin's dirigibles. Even the authoritative Jane's All the World's Aircraft had only scrappy data. Its 1938 edition knew about the four blimps, the announced names of the first dirigibles, Nobile's V6, and the proposed V8, and DP-9. The editors believed that the Voroshilov of 22,000 cubic metres, as well as a ship of 55,000 cubic metres, had actually been built (they apparently never were: the latter would have been far larger than anything the Russians ever constructed). They wrote that bases with mooring masts were being prepared at Moscow, Leningrad and Sverdlovsk. In other words they had only limited official information, none of it capable of being checked.

At about the same time, the New York Times of February 20th, 1938, reported the crash of the V6, noting that this `was the first intimation to many abroad that serious lighter-than-air building and operation work is carried on in the Soviet Union'. The article described plans for regular routes to Leningrad and Sverdlovsk and gave details of the DP-9 with its bar and smoking room. Russia was evidently feeding out enough information to suggest that its dirigible programme was on course and flourishing despite the crash of the V6 and the Hindenburg the previous year.

In fact, the romance with the airship was over. The Soviets were now committed to the aeroplane, but were reluctant to let anyone know that their great programme, so full of enthusiasm at the beginning of the decade, never came anywhere close to achieving its aims. Its main legacy was a wave of false or exaggerated propaganda which long confused the domestic and foreign public.

FOR FURTHER READING:

Umberto Nobile, My Five Years with Soviet Airships (Akron, Ohio, Lighter than Air Society, 1967) is a vivid and detailed personal account. Otherwise, information has to be pieced together from articles in the Bolshaia Sovetskaia Entsiklopedia (1930, 1950 and 1974 editions), The Times, New York Times and Moscow Daily News.

Clive Foss is Professor of History at the University of Massachussets, Boston, and Visiting Fellow at Trinity College, Oxford. He is currently writing a book on the major dictators in history.

COPYRIGHT 1997 History Today Ltd. COPYRIGHT 2000 Gale Group

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Malii

• gehörte zur Kriegsflotte
• es war geplant, Angriffe über die Arktis zu fliegen
• das Luftschiff diente der Unterstützung der Artillerie der roten Armee
• wurde eingegliedert in die Division WDW KA
• 6 Zellen, jede Zelle bestand ausd 40 trapezförmigen Elementen ???
• [[Rumf der U-2 (Polikarpow Po-2)

Bilderbaustein sowjetunion

{{Bild-PD-Sowjetunion}}

PL7

Quelle: ((Pilot+Luftschiff) PL 7 wurde für das russische Heer gebaut. In Rußland fuhr dieses Luftschiff unter dem Namen "Grif" Daten: Länge: 72 m maximaler Durchmesser: 14 m Volumen: 7600 m3 max. Geschwindigkeit: 59 km/h Motorisierung: 2 mal 110 PS NAG erste Fahrt: 29.10.1910

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Luftschiff Pax

• Der Brasilianer Sugusto Severeo konstruierte 1902 ein halbstarres Luftschiff, das von dem Franzosen M. Lachambre und dem Mechaniker Georges Saché gebaut wurde. Der Erstflug der "Pax" endete am 12. Mai 1902 in einer Katastrophe. Das halbstarre 2000 Kubikmeter-Luftschiff explodierte 15 Minuten nach dem Start 400 über dem Boden in der Luft des Destricts von Vaugirard. Severo und Saché starben beim Absturz. Die Tageszeitung berichtete, daß Flammen aus einem der Motoren schossen und die seidene Hülle in Brand setzten, worauf das Wasserstoff-Traggas explodierte. Danach fielen die restlichen Trümmer zu Boden.

?!?

• Alexander Matveyevich Kovanko (1856-1920), one of the Russian pioneers of airships.

Ziolkowski

12 INCHES LONG HAND MADE (RESIN, METAL, PLEXIGLASS) MODEL OF FIRST METAL AIRSHIP PROJECT OF K.TSIOLKOVSKIY IN 1885. THIS YEAR KONSTANTIN TSIOLKOVSKIY DECIDED TO DEVOTE HIS ENERGIES TOWARDS THE DEVELOPMENT OF AN ALL-METAL AIRSHIP. ONE YEAR LATER HE PUBLISHED HIS FIRST THEORETICAL STUDY,`THEORIA AEROSTATA` (THEORY OF AN AEROSTAT), FOLLOWED IN 1892 BY `AEROSTAT METALLICHESKIY`(THE METAL DIRIGIBLE).BY THE TIME OF HIS DEATH IN 1935, FIFTY-THREE BOOKS, ARTICLES AND PAPERS ON THIS SUBJECT HAD BEEN PUBLISHED. DESIGNER OF THIS FIRST METAL AIRSHIP KONSTANTIN TSIOLKOVSKIY WAS A FIRST WHO FORMULATED THEORETICAL FOUNDATIONS OF SPACE TRAVEL ON THE TURN OF 20-CENTURY AND HIS NAME IN HISTORY TOOK A PLACE OF `FATHER OF SPACE EXPLORATION`.

Pobjeda

Datei:Air pob2.JPG

Pobjeda 1944

Das halbstarre Luftschiff "Pobjeda", russisch „Победа“, zu deutsch Sieg, wurde 1944 in der Sowjetunion gebaut. Seine Hauptaufgabe bestand im Transport von Wasserstoff und Fracht für die sowjetischen Luftschifferabteilungen der Fallschirmtruppen. Luftschiffer waren nicht zwangsläufig mit Luftschiffen ausgestattet, sondern betrieben meist Ballone. Von den Ballonen aus wurden damals Fallschirmsprünge durchgeführt, um Treibstoff für Flugzeuge zu sparen.

Vom 20. Februar 1945 bis zum 24. Januar 1947 wurden von dem Luftschiff insgesamt 99 Fahrten mit einer Gesamtdauer von 285 Stunden und 10 Minuten. Dabei wurde insgesamt eine Strecke von 15.315 km zurückgelegt. Während 26 dieser Fahrten transportierte das Luftschiff insgesamt 16.900 m³ Wasserstoff von den Moskauer Elektrolytischen Werken nach Pawlovskaja Sloboda, Medwjezhji Ozera, Zwenigorod (20 bis 50 km von Moskau entfernt) oder nach Tejkowo und Iwanowo welche 200 bis 500 km von Moskau entfernt liegen. Dabei wurden auf jeder Fahrt 900 m³ Wasserstoff in Gasflaschen oder auch in Ballonhüllen (in zusätzlichen Ballonhüllen, oder der Hülle des Schiffes-Quelle nicht eindeutig) transportiert. Bei diesen Fahrten wurden insgesamt 4.433 Kilometer zurückgelegt.

Dienst am Schwarzen Meer

Datei:V12andpobeda.jpg

„СССР В-12“ und „Победа“

Im September 1945 wurde die „Pobjeda“ an das Schwarze Meer verlegt. Dazu wurde sie von Moskau nach Sewastopol gefahren. Dort unterstand das Schiff dem Befehlshaber der Sowjetischen Schwarzmeerflotte Konteradmiral F.S. Oktjabrskij zur Verfьgung gestellt. Der Kapitän des Schiffes war Hauptmann Roschin.

Am 26. September fuhr die Pobjeda das erste Mal über dem Schwarzen Meer. Diese Fahrt dauerte 4 Stunden und 20 Minuten

Datei:Pobeda 1944 2.jpg

„Победа“ 1944 beim Gastransport

Das Luftschiff wurde zur Minensuche benötigt. Drei Fahrten (insgesamt 30 Stunden) wurden auch zum Suchen von Fischschwärmen für die Fischerei durchgeführt. Dabei waren auch Spezialisten, sgenannte Ichthyologen an Bord. Bei einigen Gelegenheiten stand das Luftschiff ohne Bewegung über dem Fischschwarm, ohne dass die Fische davon beeinflußt wurden.

Die Pobjeda unternahm über dem Schwarzen Meer 20 Fahrten mit Dauer von insgesamt 113 Stunden und 30 Minuten. Dabei wurden 5.500 Kilometer zurückgelegt. Von 26. September bis 20. Oktober wurden von Kilenbalka (im Sevastopol’) aus 15 Fahrten unternommen und deren Strecke betrug 2.860 Kilometer.

(Der Befehlshaber der Sowjetischen Schwarzmeerflotte KAdm F.S. Oktjabrskij hat geboten zwei Luftschiffe nach dem MuЯter von “Pobeda” nach dem Schwarzen Meer zu senden.)

Das Ende

Am 29. Januar 1947 während einer Fahrt nach Iwanowo kollidierte das in zu geringer Höhe fahrende Luftschiff mit der Hochspannungsleitung bei Jurjew-Polskij. Die Drähte der Leitung verhinderten eine Weiterfahrt. Daraufhin wurden die Motoren abgeschaltet. Der Kapitän beschloß Ballast abzuwerfen um das Schiff aus der Leitung zu befreien. Nachdem ungefähr 500kg Ballast abgeworfen waren, begann das Schiff schnell auf 1000 Meter zu steigen. Die Überdruckventile der Hülle konnten den Druckanstieg im Inneren nach Erreichen der Prallhöhe nicht schnell genug ausgleichen. Die Hülle riß. Die Mannschaft, die aus Kapitän Hauptmann Roschin, Fliegerleutnant Mutowkin und dem Mechaniker Starschina (~ Feldwebel) Muraschko bestand war nicht mit Fallschirmen ausgerüstet und stürzte in den Tod.

Siehe auch

• Vorlage:Luftschifftypen
• Russische Luftschifffahrt
• Wikipedia:WikiProjekt Russische Luftfahrt

Kategorie:Luftschiff

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