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web award

On 24 June 1999, our web-site received a

Merit Award

A recognition for quality sites!

's-Graveland, 4 June 1999

"Copy of a recent address from Ian Alexander at a meeting of the German DGLR (Deutsche Gesellschaft für Luft- und Raumfahrt) in Bremen, Germany"

The Realities of Large Airship Design

The immediate problem which confronts an aspiring designer of large airships is a financial one. No investor will support a company which proposes to design an artifact for which there exists no production capability. Therefore to be acceptable to investors the entrepreneur must propose not simply to design an airship but also produce a business plan covering procurement of a large area of land, construction hangar and manufacturing infrastructure, and the necessary ground handling equipment. His proposal must also contain financial provision for the tooling and necessary production workforce to build the airship as well as to design it. This requires an enormous investment with considerable risk, since the entrepreneur is unlikely to obtain firm orders for his proposed product until the project is well underway, and the expenses of airfield, hangar, ground equipment and tooling have already been committed.

If the entrepreneur achieves any degree of interest among financiers he will speedily learn that in an enterprise with the magnitude of a large airship project governmental involvement and commitment is essential. Subsidies will almost certainly be sought before finaniciers are likely to invest, and to have any serious hope of achieving these subsidies it is necessary that the government clearly understands the project. This too is a time consuming activity, since politicians are active individuals who are much in demand and wary of the unusual, which can all too easily be portrayed as the eccentric.

However, if we assume that the entrepreneur, against all odds, succeeds in achieving funding and political support, he is then confronted with the fact that his proposed airship must fulfil the requirements of a modern aircraft certification body. All pre-1940 large commercial airships were inflated with hydrogen. This is no longer permitted, and the lift penalty of operating and airship helium rather than hydrogen is not merely a straightforward matter of the relative lift of the two gases. The realistic requirement is an increase in design volume of around 20% to achieve the same performance as would be attainable on hydrogen.

The onus of proof regarding the airship’s safety will lie with the company, and since the company is unlikely to be able to prove the reliability of structures and systems from adequate historical experience, the test schedule is likely to be exhaustive.

A modern aeroplane requires between four and five years to achieve full certification, and a large airship is unlikely to reduce this requirement. Indeed, because of the total lack of experience with large airships in all modern certification authorities, the required period to certification may well be even longer that that required for an aeroplane.

But let us again assume that our entrepreneur has survive all of the above processes and has produced a certificated large airship. Such an airship is unlikely to be acceptable to many existing large airports, not only because of the airship’s necessarily large mooring circle, but also because the comparatively slow approach may interfere with the crowded landing and take off schedules of aeroplanes.

Therefore dedicated airship terminals will be required. These terminals, if the airship is to make any significant impact on transport, will require to be able to accept several large airships at any one time, and will consequently require large areas of land to permit multiple mooring circles.

We often hear that airships, because of their low noise and low pollution, will be able to land in areas closer to cities than would be permitted to aeroplanes, but large areas of open flat land close to cities are both expensive and rare. The city centre high masts, much vaunted by enthusiasts, are unlikely to be permitted in the foreseeable future, since certification authorities will require many years, if not decades, of safe operation at conventional masts before even considering such proposals.

The above is a truly daunting list of hurdles to any prospective large airship entrepreneur, and this list is by no means exhaustive. But it may go some way to explaining why no large airship has been built for over sixty years. However, at least three companies are now seriously engaged in the design of such airships. Why has this sudden eruption of large airship companies happened now, and how have the above difficulties been overcome. I can speak only for my own company, Rigid Airship Design N.V. of Holland, therefore I will recount our experiences over the last three years. I had reflected for many years that the Commercial Rigid Airship had had rather a bad press. Their abrupt termination on the “Hindenburg” disaster in 1937, twenty seven years after the founding of DELAG may seem a little unreasonable to a generation which has become accustomed to an almost weekly diet of total loss aeroplane disasters. No previous commercial Zeppelin had ever injured, far less killed, a passenger, and even the “Hindenburg” spared two thirds of those on board. Yet the LZ-129’s spectacular end effectively terminated commercial use of Rigid Airships worldwide.

I had been involved in airships since the early 1960’s. The first airship which I assembled was the ex US Navy L-19, which we flew to Holland from Germany for an advertising contract in 1963. I had retained fond memories of the Dutch overflights, and by a co-incidence a Dutch Company, FESTO B.V., had become a major investor in Imperial Airships Ltd, a Manx Company which I established in the late 1980’s to provide the security airship for the Barcelona Olympic Games.

After the Games the Managing Director of FESTO B.V. asked me if I had ever considered producing a larger airship, and I replied that I had often considered this, but that I believed that a really large airship could best be produced from the classical Rigid design. “Why don’t you have a go?” he asked.

That evening I gave the matter serious thought. It would be difficult to identify a country more appropriate for such an endeavour than Holland. The country is flat, has large stretches of inland water for test flying, and contains one of the world’s finest aeronautical faculties at the Technical University of Delft. It contains a major certification authority, with reciprocity with both the FAA and the CAA, and by co-incidence there were a large number of experienced aircraft designers and builders unemployed as a result of the collapse of Fokker. Holland’s industrial capability rendered it possible to obtain almost all components required for a modern Rigid Airship within the country.

Holland had additional attractions. The country’s existing transport infrastructure was under severe strain, and it was actively seeking alternative transport media. In addition public attitudes favoured environmentally friendly and sustainable solutions. Finally, Holland exports many tons of flowers every day to both England and Sweden, cargo that is both bulky and journey time dependent. Airship transport would surely be preferable to the lorry, ferry, lorry arrangements then in place.

Having decided that, if I undertook a Rigid Airship Project at all, it would be in Holland, I then began to evolve a strategy. I realised that, since Holland has almost no airship experience whatsoever, it would be necessary to educate the financiers, the public and the politicians. I appreciated that this would take considerable time. Even in the Germany of 1926, where popular knowledge and awareness of airships was almost universal, Eckener had to spend two years organising fund raising lectures throughout the country to enable the LZ-127 to be built. Therefore, if I were to build a Rigid Airship in Holland, I could expect to spend at least the first two years on an educational mission.

I began with the financiers. By the greatest good fortune I was introduced to a gentleman who was prepared to take a long term view, and who believed wholly in the Rigid Airship Project. From an office he provided I began a series of lectures throughout the country which lasted slightly longer than the two years which Eckener required. I visited Holland’s certification authority many times during this period, and gradually led its staff to move from bemused incredulity to serious consideration and ultimately acceptance of the validity of the Rigid Airship Concept.

Helped by Dutch colleagues I gently lobbied politicians, and was enormously assisted by the Junge Coalitie, an inter-party group of young potlitical aspirants, who gave public debates on the subject of airships in all the major cities of Holland. This led ultimately to the Dutch Prime Minister, Wim Kok, announcing in parliament that “Holland needs Rigid Airships for commerce.”

With such support an industrial consortium was formed, consisting of two of the largest companies in Holland, RDM Technologies and Stork, together with a group of financiers and investment companies.

We expanded the core team which had come together during the “lecture years” into a design team of around thirty, largely comprised of ex-Fokker employees. The town of Lelystad, in the province of Flevoland, offered us an area of land on the edge of the Ijselmeer, more than adequate to house a large airship port. Emminent Dutch architects offered their services to design our hangars, and the Technical University Architectural Faculty instituted a yearly prize to its students on airship hangar design. Regional airports in Holland began to express interest in utilizing airships for internal flights, where the small size of Holland made the slower airspeed of the environmentally friendly airship less significant than it would be on the longer routes of larger countries. We restricted ourselves to an airship of a size adequate to profitable operation while re-proving the Rigid concept, thereby keeping the required investment as low as possible and accommodating as much as possible the inescapable lack of experience of modern crews regarding large airships.

The RLD, the Dutch Certification Authority, has joined with the LBA in the production of “Transport Airship Requirements”, the design requirements for large airship, including ours. Rigid Airship Design has submitted its comments on these requirements, in common with other airship companies. We have applied for our Design Organization Approval and Type Certificate, and have already received orders for two Rigid Airships of 180 meters from Rigid Airship Inc, USA. This order carries with it our approval of the American Company’s request for the right to build subsequent airships to our design under a royalty payment. When the press reported this a few months ago there was quite a furore on the internet airship ‘chat lines’. The fact that an American Company had agreed to pay a royalty to Rigid Airship Design for the right to build Classical Rigid Airships to our designs caused one net user to remark that anyone could design and build a Classic Rigid Airship, and that the concept of a royalty based licence to build such a vehicle was ridiculous and on the face of it this statement appears to be correct. Classical Rigid Airships were used from 1910 until 1937 in passenger transport with an overall safety record more than appropriate to the technology and expectations of the time.

But consider this:- A ten year old schoolboy writes to me regularly, and is kind enough to send me drawings of the large Rigid Airships which he designs with equal regularity. The most notable feature of his designs is the large sweetshop which appears at the centre of each passenger deck. Yet Nicholas’ designs would have just about as much hope of achieving modern certification as would those of the LZ-130. To-day’s certification requirements are severe, and those who believe that we can merely start where the pre-war designers left off are sadly deluded.

Today’s large airship designer must create a whole range of new structures and systems to meet today’s requirements. We must develop an airship to standards at least as exacting as those required of the largest aeroplanes. We must demonstrate at least as high a safety factor. These things are not achieved easily. But we can achieve them, and, as our American customer has realized, such achievements merit a royalty from those who wish to build to our design. Further our comparatively long-standing relationship with the RLD gives us the realistic hope of a certification process, being as speedy as is possible.

I believe that we were uniquely fortunate in our timing and location. With to-day’s crowded upper atmosphere an alternative aircraft which exploits the comparatively empty lower atmosphere has become desirable, as has the Rigid Airship’s sustainable and environmentally friendly technology. With the end of the cold war a large number of ex-military large airfields, currently unused by heavier than air, have become available to large airship operators. Road congestion, particularly in Holland, has become almost intolerable, and short-haul airship travel is an attractive alternative. We were also fortunate in that a substantial and competent design staff was available to us in Holland at the time we instigated the project, together with a government which was prepared to take the time needed to understand an unusual and novel development which less open-minded politicians might well have dismissed. In fact that we have been in communication with the RLD since 1995 has ensured that it is the certification authority next familiar with the Rigid Airship concept. This in itself goes some way to optimizing the certification process. There is widespread awareness in Holland that the modern Rigid Airship’s time has at last come. Already a major Dutch Marketing Research Company, NIPO, at the request of the Jongeren Coalitie, has established that more Dutch residents would prefer to fly to London by airships than by aeroplanes. I do not believe that it will be long before this awareness spreads beyond Holland’s borders.




Lelystad, 8 april 1999

Bouw luchtschepen komt in zicht

In Nederland wordt binnenkort begonnen met de bouw van luchtschepen. Dat maakten de leden van het consortium van Rigid Airship Design N.V. vandaag bekend. In dit consortium nemen naast de initiatiefnemer, vertegenwoordigd in Airshot International N.V., ook RDM Aerospace N.V., Stork N.V., Greenfield Capital Partners B.V. en M. Caransa B.V. deel. Om de bouw mogelijk te maken verrijst nabij Lelystad een enorme hangar, waarvan de aanvang van de bouw vooralsnog gepland staat in september van dit jaar. De bouwvergunning daarvoor is inmiddels aangevraagd.

Met de bouw van de luchtschepen wil het consortium een belangrijke aanbieder zijn op de markt van vervoer en transport. Uit haalbaarheidsonderzoeken blijkt dat er in de komende 20 jaar een markt is voor zeker 1000 luchtschepen, die voor het vervoer van vracht en passagiers zullen worden ingezet. Ook in het verleden is bewezen dat volgens vastgelegde tijdschema's en vluchtroutes werd gevlogen met luchtschepen, zowel binnen Europa, als intercontinentaal. Vliegen met luchtschepen staat bekend als opmerkelijk rustig en zeer comfortabel.

De in Nederland te bouwen luchtschepen zijn van het zogenaamde rigide type wat betekent dat ze een stevige kooiconstructie hebben en bestaan uit diverse afzonderlijke gascompartimenten. Vliegen met deze 'rigid airships' is een veilig en schoon vervoersalternatief door de lucht door het gebruik van het branddempende heliumgas en zeer geluidarme en energiezuinige motoren.

Het is de verwachting dat medio 2001 het eerste luchtschip klaar zal zijn. Dit prototype zal 180 meter lang zijn met een diameter van 30 meter. Het beladingsvermogen bedraagt zo'n 30 ton, de maximale snelheid en actieradius zijn respectievelijk 148 km per uur en 20.000 km. Het luchtschip kan tot 20 dagen onafgebroken in de lucht zijn. Een luchtschip van deze afmeting zal ongeveer fl. 60 miljoen gaan kosten. Inmiddels hebben diverse partijen interesse getoond voor de luchtschepen.

Noot voor de redactie:

Een persmap en een videoband zijn via E-MAIL opvraagbaar


Company Press Release

Monday April 12, 10:05 am Eastern Time

SOURCE: Rigid Airship USA, Inc.

Building of Airships Project Ready for Take-off in Holland

STONE HARBOR, N.J., April 12 /PRNewswire/ -- Plans to start building classical airships in the Netherlands were announced April 9 by the members of the Rigid Airship Design N.V. consortium. Brought together by Airshot International N.V., the consortium also includes RDM Aerospace N.V., Stork N.V., Greenfield Capital Partners B.V., and M. Caransa B.V. Work on the construction of a vast hangar near Lelystad, Holland, in which the airships will be built, is scheduled to commence in September.

The consortium intends to be an important player in the travel and transport market. Several feasibility studies project that there will be a market over the next twenty years for at least 1,000 airships to carry both passengers and freight. Past experience has demonstrated that airships are capable of operating scheduled services on fixed routes, both European and intercontinental. Flying by airship is remarkably quiet and extremely comfortable. Rigid Airship USA (OTC BB:RAIR) will be training its engineers at the Lelystad plant, where two 180-meter airships will be constructed for the new American airship company.

The airships to be built in the Netherlands will be of the rigid type, incorporating a stiff cage within which the "envelope" is divided into a number of separate gas compartments. Rigid airships, using fire-suppressing helium gas and fitted with very quiet, energy-efficient engines, are a safe and clean alternative to conventional aircraft.

The first airship is hoped to take to the skies in 2001. This prototype will be 180 meters long and 30 meters in diameter. This airship will have a useful lift of approximately 30 tons and a maximum speed of 148 km/h. Its maximum operating radius is 20,000 km. For surveillance purposes the airship will be able to stay aloft for up to twenty days. An airship of this size will cost around US $30 million. Compared to conventional fixed-wing aircraft with similar capacity, airships present an uncommonly low cost to purchase and operate, and global response to the return of classical airships has been highly positive.

SOURCE: Rigid Airship USA, Inc.

More Quotes and News: Rigid Airship USA Inc (OTC BB:RAIR)

EEC Events B.V.

Published articles (newspapers / magazines) regarding Rigid Airships over the last years, archived by Rigid Airship Design.


    Name / publication / Country / Date / Heading

  • Volkskrant (NL): 31 December 1998, "Zeppelin"
  • NRC Handelsblad (NL): 31 December 1998, "Zeppelinfabrikant komt naar Lelystad"
  • De Telegraaf (NL): 31 December 1998, "Fabrikant van luchtschepen naar Lelystad"
  • De Gelderlander (NL): 5 December 1998, "Zeppelins kunnen interessante aanvulling zijn op luchtvervoer"
  • Haagsche Courant (NL): 5 December 1998, "Verkeer voor inzetten van Zeppelins"
  • Aktueel (NL): 19 November 1998, "Herrijzenis van de Zeppelin. Goedkoper, veiliger, stiller en schoner dan gewoon vliegen"
  • FNV Magazine (NL): October 1998, "Productie Zeppelin nog luchtfietserij"
  • Management Team (NL): 23 October 1998, "Durf in Technology Techno drammers"
  • Algemeen Dagblad (NL): 26 September 1998, "Markt voor luchtschepen niet overschatten"
  • Nieuwsblad van het Noorden (NL): 17 September 1998, "Luchtverkeer"
  • Het Financieel Dagblad (NL): 10 September 1998, "Nederlands consortium wil starten met bouw luchtschepen"
  • Algemeen Dagblad (NL): 9 September 1998, "Nog even dit/Jongensdroom"
  • Gasbag (NZ): September 1998, "Bedford convention review"
  • Algemeen Dagblad (NL): 5 September 1998, "Zeppelins zijn het luchtfietsen voorbij"
  • Gooi & Eemlander (NL): 1 September 1998, "Zeppelin-bedrijf wil snel fabriek bouwen"
  • De Gelderlander (NL): 1 September 1998, "Luchtschip lijkt geen luchtkasteel meer"
  • BN/De Stem (NL): 1 September 1998, "Luchtschip lijkt geen luchtkasteel meer"
  • Brabants Dagblad (NL): 1 September 1998, "Luchtschip lijkt geen luchtkasteel meer"
  • Amigo (Curacao): 31 August 1998, "PR-plan voor Zeppelin"
  • Flevoland Dagblad (NL): 31 August 1998, "Zeppelin fabriek heeft haast"
  • Volkskrant (NL): 31 August 1998, "Stork en RDM willen Zeppelin bouwen"
  • De Telegraaf (NL): 31 August 1998, "Stork en RDM doen samen onderzoek naar bouw Zeppelin"
  • Algemeen Dagblad (NL): 29 August 1998, "Zeppelin bij RDM en Stork/Luchtschepen naar de Spaanse zon"
  • Sunday Times (GB): 17 August 1998, "Army calls up airship to active duty again"
  • Amigo (Curacao): August 1998, "De wereld volgens Joes Wanders"
  • Financial Times (GB): 25 June 1998, "Airships: Industry prepares for take-off"
  • Haagsche Courant (NL): 20 June 1998, "Vreedzaam snorrend boven de Hollandse velden"
  • Management Team (NL): 5 June 1998, "Airship Enterprise"
  • Energie Verslag Nederland (NL): 4 June 1998, "De Zeppelin als milieuvriendelijke doorbraaktechnologie"
  • Het Financieel Dagblad (NL): 8 May 1998, "Bloemenveiling ziet redding in Zeppelin"
  • Luchtlogistiek (NL): 2 May 1998, "Markt voor luchtschip moet zich nog bewijzen"
  • De Gelderlander (NL): 29 April 1998, "Tulpen uit Amsterdam mogelijk per Zeppelin naar het buitenland/Zeppelin lijkt bij uitstek geschikt voor bloementransport"
  • Logistiek Magazine (NL): 23 April 1998, "Transport bloemen mogelijk met Zeppelins/Bloemenvervoerders zoeken naar ruimte"
  • International Herald Tribune (GB): 16 April 1998, "Al Haig Bets on Zeppelins As Alternative to Satellites"
  • Mercedes Magazine (NL): April 1998, "De moderne dinosauriër"
  • Trouw (NL): 7 March 1998, "Luchtschip zou uitkomst voor minister Pronk zijn"
  • Kijk ( jeugdblad )(NL): March 1998, "Het luchtkasteel is terug"
  • The Sunday Times (GB): 1 March 1998, "Giant airship blazes new trails in sky"
  • Het Parool (NL): 28 February 1998 "Nieuwe kans voor de Zeppelin"
  • Het Zuiden [Rotterdam e.o.] (NL): 26 February 1998, "Hedendaagse luchtschepen zijn geen vliegende Titanic’s meer"
  • Utrechts Nieuwsblad (NL): 17 January 1998, "Zeppelin van 242 meter goed voor vrachtvervoer van 160 ton Grote zwevende sigaar keert terug"
  • Het Financieele Dagblad (NL): 23 December 1997, "‘Glare’, een bijna-rijpe vrucht van wilde promovendi"
  • Het Financieele Dagblad (NL): 20 december 1997, "Postmoderne ‘Hindenburg’ begint bij einde"
  • De Dordtenaar (NL): 10 December 1997, "Transport per luchtschip"
  • Volkskrant (NL): 8 December 1997, "In twee dagen naar New York"
  • EOS-magazine (NL): December 1997, "Het tweede leven van de zeppelin"
  • The Observer (GB): 30 November 1997, "Airship reborn as green jam-buster"
  • De Telegraaf (NL): 20 November 1997, "Kok wil ov-zeppelin"
  • Limburgs Dagblad (NL): 15 November 1997, "Luchtkasteel of proefballon?"
  • Holland Herald/Inflight magazine KLM (NL): October 1997, "Ballooning mobiles"
  • Algemeen Dagblad (NL): 7 October 1997, "Zeppelin geeft Schiphol lucht"
  • Het Financieele Dagblad (NL): 22 September 1997, "Zeppelin na bijna zestig jaar weer terug"
  • USA Today (USA): 11 September 1997, "From the ashes arise new, safer zeppelins/Modern airships cultivate niche in industry, travel"
  • The Sunday Times (GB): 27 July 1997, "Flight of fancy"
  • The Independent (GB): 25 July 1997, "German left takes refuge in Zeppelin"
  • De Hitkrant ( jeugdblad )(NL): 19 July 1997 "60 jaar na De Hindenburg: Zeppelin niet langer de sigaar"
  • Herald-Tribune (GB): 20 June 1997, "Airbus Gets an Order From Northwest"
  • YES [ jeugdblad] (NL): till 14 June 1997, "Wie gaat er mee in de Zeppelin?"
  • Drentse Courant/Groninger (NL): 3 June 1997, "Luchtschipbouwer wilde graag naar Noorden komen"
  • Haarlemsch Dagblad (NL): 24 May 1997, "Proefballon of klapsigaar"
  • De Telegraaf (NL): 17 May 1997, "De geheime liefde van Martin Schröder"
  • Cursor [TU Eindhoven] (NL): 15 May 1997, "Zeppelins: duurzame vervoermiddelen of fopsigaren?"
  • Flight International: 13 May 1997, "Zeppelin ready for historic return"
  • NRC Handelsblad (NL): 10 May 1997, "High Tech Zeppelin attractie van de toekomst"
  • The Sunday Times (GB): 4 May 1997, "Russia faces space station exclusion"
  • Financial Times (GB): 3/4 May 1997, "Rebirth for the giants of the sky"
  • Elsevier (NL): 10 May 1997, "Een vliegtuig is veel te haastig"
  • Intermediair (NL): 3 April 1997, "Nieuwe Luchtvaartindustrie in Nederland"
  • Milieudefensie (NL): 20 December 1996, "Rabobank steekt geld in de Zeppelin"
  • Trouw (NL), 20 December 1996, "Groenfonds steekt geld in bouwproject voor Zeppelins"
  • Algemeen Dagblad (NL): 7 December 1996, "De vliegende sigaar komt terug"
  • Algemeen Dagblad (NL): 11 November 1996, "Zeppelin op wereldreis"
  • Gelderlander (NL): 1 November 1996, "Luchtschip of luchtkasteel?"
  • Technisch weekblad (NL): November 1996, "Zeppelin terug?"
  • Limburger (NL): 26 October 1996, "De Zeppelin: luchtschip of luchtkasteel"
  • Amersfoorts Dagblad (NL): 10 October 1996, "Nieuwe kans voor het luchtschip"
  • Panorama (NL): 9 October 1996, "Fokker is failliet, maar we krijgen een nieuwe Nederlandse luchtvaart-Industrie. Revolutionair: In 2000 gaan we met de Zeppelin!"
  • Ballon- en luchtscheepvaart (NL): 3 October 1996, "Nederlandse bedrijven willen luchtschepen bouwen"
  • Nieuwsblad Transport (NL): 1 October 1996, "Zeppelin: alternatief sea/air? Belangstelling Fokker voor Zeppelin gepolst"
  • Utrechts Nieuwsblad (NL): 28 September 1996, "Met de Zeppelin naar de zon"
  • De Volkskrant (NL): 27 September 1996, "Zeppelin kan concurrentie met touringcar aan"
  • Technisch weekblad (NL): 25 September 1996, "Nieuwe technologieën vergroten Kans op terugkeer luchtschepen"
  • Noord Hollands Dagblad (NL): 24 September 1996, "Noordkop lonkt naar komst Zeppelin-bouw"
  • Rotterdams Dagblad (NL): 23 August 1996, "Er is nog veel te doen, maar Zeppelins komen"
  • Trouw (NL): 12 August 1996, "Rotterdam in de ban van de Zeppelin. Grote plannen met medewerking van Technische Universiteit Delft"
  • Algemeen Dagblad (NL): 9 August 1996, "Luchtkasteel wordt weer werkelijkheid"
  • Haarlem & Omgeving (NL): 7 August 1996, "NASA: ‘Begin volgende eeuw wereldwijd vraag naar luchtschepen’ Bedrijf wil op Schiphol Zeppelins gaan bouwen"
  • NRC Handelsblad (NL): 3 August 1996: "Zeppelin, voor bloemenen uitstapjes"
  • Drents Groningse Pers (NL): 2 August 1996, "Groen Links wil Zeppelins op Eelde en Hoogeveen"
  • Financieel Economisch Magazine (NL): 27 July 1996, "Voorrang voor luchtfietsers. Niks miljarden. Voor zestig miljoen gulden en nog vier, hooguit vijf jaar bouwen hebben we een eigen Zeppelin"
  • Daily Telegraph (GB): 16 July 1996 "What came down may yet go up"
  • Financieel Economische Tijd (NL): 9 July 1996, "De Zeppelin komt terug"
  • Algemeen Dagblad (NL): 8 July 1996, "Voor Nederlandse Zeppelin 60 miljoen gulden"
  • Utrechts Nieuwsblad (NL): 8 July 1996, "Toeristisch tochtje in luchtschip over de Veluwe / De wedergeboorte van de Zeppelin"
  • Utrechts Nieuwsblad (NL): 6 July 1996, "Wedergeboorte van de Zeppelin. Luchtschip staat op uit het graf van De Hindenburg"
  • Nieuwsblad Transport (NL): 4 July 1996, "Rotterdam zoekt lokatie voor een Zeppelinfabriek"
  • Nieuwsblad Transport (NL): 4 July 1996, "Vrachtvervoer met Zeppelin voorlopig niet economisch"
  • De Gooi en Eemlander (NL): 4 July 1996, "In ‘s Graveland wordt de Zeppelin nieuw geboren"
  • De Gooi en Eemlander (NL): 3 July 1996, "Rigid Airship komt met grote Zeppelins"
  • De Gelderlander (NL): 3 July 1996, "Moderne en veilige versie van Zeppelin ziet het levenslicht"
  • Het Financieel Dagblad (NL): 3 July 1996, "Rotterdam maakt ruimte voor Zeppelins"
  • Financieel Dagblad (Belgium): June/July 1996, "Commerciële en militaire toepassing maken milieuvriendelijke luchtsigaren weer modern"
  • Q-magazin (GERM): June 1996, "Luftschiffe: Nostalgie für die Zukunft"
  • Drentse Courant (NL): 29 June 1996, "Technisch is het mogelijk; het is nu alleen nog een kwestie van willen. Het luchtschip komt er - weer - aan"
  • De Volkskrant (NL): 27 June 1996, "Engelsman begint in Nederland met bouw luchtschepen"
  • Algemeen Dagblad (NL): 26 June 1996, "Rotterdam zoekt plaats om Zeppelins te bouwen"
  • Leidsche Dagblad (NL): 25 June 1996, "Rotterdam wil een nieuwe kans voor de Zeppelins"
  • De Telegraaf (NL): 5 June 1996, "Rotterdam ziet toekomst in Zeppelin"
  • Rotterdams Dagblad (NL): 4 June 1996, "TU Delft werkt al hard aan nieuwe Zeppelins"
  • Brabants Dagblad (NL): 11 June 1996, "Wedergeboorte Zeppelin in Nederland in 1999"
  • The Times (GB): 22 May 1996, "New safer Zeppelin poised for maiden flight"
  • The Observer (GB): 19 May 1996, "Zeppelins fly back into favour after sixty years"
  • Intermediair (NL): 19 April 1996, "De Zeppelin komt terug"
  • Ardrossan & Saltcoats Herald (Scotl): 16 February 1996, "The pride and passion"
  • Brabants Dagblad (NL): 10 February 1996, "Zeppelins van Fokker?"
  • Economische Zaken (NL): 12 January 1996, "Terugkeer Zeppelin lijkt jongensdroom voorbij"
  • The Sunday Times (GB): 7 January 1996, "Super safe Zeppelins rise again"

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