
Built for sportsman-pilot Joseph Best in 1913, the single place open cockpit #1 featured Wright two-stick controls and wing-warping.
Engine: 60hp Kirkham

Built for sportsman-pilot Joseph Best in 1913, the single place open cockpit #1 featured Wright two-stick controls and wing-warping.
Engine: 60hp Kirkham
(Elmer) Partridge-(Henry S) “Pop” Keller
P&K Flying School
Cicero IL.
USA
Circa 1913-14
Besides recorded individual creations, the P&K were responsible for many conversions and modifications of surplus WW1 aircraft registered with civil numbers.

This airship appeared in 1848, and was designed by a man named J.M. Partridge. The envelope was cylindrical, tapering at each end, and was composed of a light rigid framework covered with fabric. The envelope was covered with a light wire net, from which the car was suspended. The envelope contained a single ballonet for regulating the pressure of the gas. Planes, resembling sails, were used for steering. In the car, at the aft end, were fitted three propellers driven by compressed air. Several short trips were carried out, but steering was never successful owing to difficulties with the planes and except in calmest weather she may be said to have been practically uncontrollable.

The Germans made excellent use of observation balloons in several configurations. An early variety made by Parseval-Sigsfeldand called “Drachen”, had a single fin, low centre, and was totally cylindrical, with rounded ends. The British called them sausages, for obvious reasons. The balloon’s shape gave it another nickname, “Nulle” or “Testicle”.
The drawback of military captive balloons was their unsteadiness in the air. This was remedied by two German officers, Major August von Parseval and Captain H. Bartsch von Sigsfeld, who set themselves the task of turning out an improved type of observation balloon. The outcome was the ‘Drachenballon’, or kite balloon, so called because it combines both balloon and kite principles. Theirs was not a new idea, but they improved on previous efforts. They created an oblong envelope which was partly supported by the wind when facing it at an inclined angle of 30 to 40 degrees. It was stabilised by means of a control surface, which was later replaced by a large air bag.
Beginning in 1893 they tried different combinations and various sizes of envelopes, from 600 cu.m (21,200 cu.ft) capacity to twice that size, and by 1898 von Parseval and von Sigsfeld had arrived at the type which gradually became the standard of most European armies. By now they had added a stabilising fin on the right and left sides of the envelope to prevent the captive balloon from twisting around its longitudinal axis and, like a kite, it was further provided with a long tail to which one to five parachute-like ‘umbrellas’ were attached. Combined with the stabilising bag, these devices held the balloon facing into the wind.
The August Riedinger balloon plant in Augsburg, Germany, began a regular production of this type of kite balloon, and also supplied various styles of engine-driven motor winches on which the observation balloons were raised into the air and later hauled down again to the ground. The cruisers in the navies of several countries were also equipped with kite balloons, to detect enemy submarines and protect the cruisers against their attacks. It soon became standard practice for the kite balloon to stay completely steady in the air at altitudes ranging from 1,000 to 2,000 m, even in winds of up to 65 km/hr (40 m.p.h.)
Kite balloons were used extensively in World War 1. They soon began to appear in great numbers on the western front, where the Germans employed them to direct their gunfire and report its effects. This, combined with the proclivity of the Germans for eating large quantities of sausages, explains why these kite balloon artillery observation platforms were soon nicknamed ‘sausages’ by the Allies, who in turn copied, built and used them extensively until the French came up with the improved ‘Caquot’ type balloon. Although the kite balloons were in fixed positions, the fighter pilots flying to attack them soon had driven home to them forcefully that this meant first running the gauntlet of a well-adjusted barrage of fire from anti-aircraft guns mounted to protect them. This meant that the kite balloons must be attacked very fast from above in a determined dive on them because they could be hauled down fast. The downing of a kite balloon therefore ranked on a par with a victory in any other air battle. The balloon observer was one up on the aeroplane pilot in one respect, in that he had a parachute hanging on the outside of the basket and could jump to save his life in case of an enemy air attack.

In 1896 Maj. August von Parseval and Hptm. Rudolf Hans Bartsch von Siegsfeld successfully floated the first Drachen (Dragon) balloon, an engineering advance that quickly replaced the older spherical balloon. The Drachen differed in several respects from its predecessor, with design refinements aimed at improving the stability of the observer’s platform. The most important—as well as the most visible—differences in the Drachen lay in the elongated shape of the balloon and in the addition of a stabilizing lobe to the rear of the craft. French construction of Drachen-type balloons began in October 1914 and completed balloons began arriving at the front that December. Germany had nine of the improved kite balloons in the field on the Western Front in February 1915 and by the end of the year the number of German balloon sections had increased to forty, each with two balloons.
Because the Parseval-Siegsfeld Drachen balloon had an extremely low ceiling—around 1,500 feet in an average wind—it offered limited usefulness as a reconnaissance and artillery-observation platform. German designers dealt with the low ceiling issue by making the balloon bigger, increasing its volume first to 800 cubic meters and later still to 1,000. Floating it higher in the sky did not entirely cure the Drachen’s problems. Contrary to its designer’s initial hopes, the addition of the lobe did not completely solve the stability issue and too many observers still became airsick as their craft pitched and yawed violently in moderate-to-high winds. This led to further fundamental improvement in observation balloon design, but the French engineer Albert Caquot beat the Germans to the next advance. Caquot tackled the pitch and yaw problem

The German approach to organizing its Balloonzüge (balloon sections) illustrates the strength of the partnership achieved between observation balloonists and ground units. As part of the reorganization of Germany’s aviation program in the last months of 1916, balloons became the joint responsibility of the Kommandierende General der Luftstreitkräfte (commanding general of the Air Force, abbreviated Kogenluft) and the Inspektion der Luftschiffertruppen (inspector of Airship Troops, abbreviated Iluft). Below this overall command structure, a Staboffizier der Luftschiffertruppen (staff officer of Airship Troops, abbreviated Stoluft) provided balloon staff support at each German Army headquarters. Within each army, balloon detachments at the division level managed three to five individual Balloonzüge, each with an active and a reserve balloon working with artillery units assigned to the corps.

There were several sizes (going from 600 m³ to 800 m³, for man-lifting ones, between 1909 and post-WWI. The form was held by an inside air-ballonnet, into the gas-balloon of 150 m³.
One was 750 m³ with diameter 6,5 m and lenght of 27 m.
There seems to have been 2 sizes of baskets, probably following the volume of the balloon.
In Spain, one was constructed following the plan drawings from Germany of 800 m³, 7 m diameter but only 18 m length.

Major August von Parseval’s Aeroboat of 1909 – “Das Aeroplan”, was taken to Plau, in Mecklenburg, where it was to be tested along the shore of the lake in 1910.
The first test of August von Parseval’s seaplane was on April 6, 1910 with pilot Oberingenieur Blochmann, but the plane would not leave the water. On April 14 the machine capsized in a storm and sank. The pilot was saved and the machine salvaged and modified. The biggest changes were straight wings (original wing tips were in V-shape), extra water planes and a triangular fuselage, instead of rectangular. Since the machine couldn’t start from water a Wright-like construction was built, with a trolley on rails. On October 7, 1910 a successful first attempt was made with the starting device. The machine flew at 3 meters for a length of 100-800 meters. A second flight on October 15, 1910 was very successful as the machine flew 3-4 kilometers. The landing on the water was not smooth, so Blochmann was lightly injured. Parseval realized that the machine could never start from the water and ended development.
The machine has a span of 14 metres, while it is 7 metres long and is fitted with a motor of 114-h.p.

A new non-rigid airship made its first flight in Germany in May 1906: re¬latively small with a volume of only 2300 cu.m (81 224 cu ft), this airship was of technical interest in that the shape of the envelope was maintained by means of pressurized ballonets fore and aft. The craft was to the design of former army officer August von Parseval, later a professor at the Berlin Technical Academy, and improved models con¬tinued to be produced after their con¬struction was transferred from the Motorluftschiff Studiengesellschaft to the Luftfahrzeug Gesellschaft (LFG) organization in June 1913. In this same year an order was placed by the Brit¬ish government for a single example of the improved type, and Parseval PL 18 was delivered for use by the Royal Navy where it received the service designation Naval Airship No. 4 (NA4).
On 5 August 1914 this vessel, by a strange stroke of irony, was the first British aircraft to carry out an active war operation when, flying from its base at Kingsnorth, the first RNAS airship station, it was sent to patrol the Thames Estuary. It was used again on 10 August, this time in company with NA3, the only British airship of the period to be armed, another imported design, an Astra-Torres.
The degree to which Parseval de¬signs had advanced in a short time was evident from the fact that the NA4 was a revised type of vessel, which prob¬ably promoted the order for a further three before the war, to be built under licence by Vickers at Barrow-in¬-Furness. These were given the service designations NA5, NA6 and NA7 at the beginning of their career, which was entirely confined to use for the instruc¬tion of airship crews.
Meanwhile, the NA4 was still em¬ployed on sterner duties, and the first months of World War I found it in use as a submarine hunter, although its effect was entirely psychological, pro¬viding cover for the convoys ferrying troops of the British Expeditionary Force between Dover and Calais.
An order had been placed with the LFG organization for a further three airships of similar design which would have been the PL 19, PL 20 and PL 21 but the outbreak of war prevented their delivery. They would probably also have been used for training, a role to which the NA4 was finally relegated but it is interesting to note that at the time it was in service as a patrol vessel, the German navy had requisitioned the non-rigid PL 6009 August 1914 and also obtained PL 19 on loan on 19 September for sea patrol work over the Baltic from Kiel This was a duty to which they were well suited, being capable of carrying 590 kg (1,301 lb) of bombs and with a maximum flight time of 11 hours.
Type: patrol airship
Powerplant: two 134 2-kW(180-hp) Maybach six-cylinder water-cooled piston engines
Maximum speed 72 kim h (45 mph)
Service ceiling 4000 m (13123 ft)
Range 1000 km (621 miles)
Diameter 15.50 m (50 ft 10.2 in)
Length 94.00 m(308 ft 4.8 in)
Volume 10000 cu.m (353 147 cu ft)

Built in 1913 by Luft-Fahrzeug-Gesellschaft, the non-rigid Parseval PL-14 Burewestnik was purchased in Germany by the Russian Federation and called “Parseval-II” (maybe was called “Puffin” or “Burevestnik / Petrel”).
Burevestnik was filled with gas in the first half of November, 1914 and executed some flights before it was recognized as unsuitable in fighting conditions. It was armed with machine guns and had bombs. It was not used in combat. It flew with the Russian Federation until disassembled in Spring 1915.
Engines: 2 x 177 h.p
Envelope volume: 9600 cu.m
Length: 86 m
Width: 16 m
Maximum speed: 67 kph
Endurance: 20 hr

The non-rigid Parseval PL-7 was built by Luftfahrzeug-GmbH in 1910 for the Russian military and was purchased new from Germany by Russia, and named “Grief”.


The Parseval V Sportsluftschiff, the smallest Parseval airship was built specifically for sports purposes, the gas cover contained 1200 cu.m within a length of 30 m. It was equipped with a mechanical elevator, consisting of an adjustable horizontal surface. It was exposed at the Internationale Motorboot- und Motorenausstellung in Berlin which was held from March 19th till April 3rd 1910 and was destroyed by fire on June 16th, 1911.
At the instigation of the Kaiser a committee was formed, the Moorluftschiff-Studien-Geselechaft, to investigate the work of promising experimental airship proposals. One of the designs selected by thic committee as being worthy of further encouragement was that of Major August von Parseval.
Between 1906 and 1923 the Parseval concern built 27 pressure airships, the last of which was of 1 million cu.ft in capacity.
At the time, the Parseval airships impressed the British Committee of Imperial Defence by their performance and potential and an example was purchased for the Royal Navy, with orders placed for three others.