The damage done was repaired within six weeks, and the second trial was made on January 17th, 1906. The lifting force was too great for the weight, and the dirigible jumped immediately to 1,500 feet. The propellers were started, and the dirigible brought to a lower level, when it was found possible to drive against the wind. The steering arrangements were found too sensitive, and the motors were stopped, when the vessel was carried by the wind until it was over land--it had been intended that the trial should be completed over water. A descent was successfully accomplished and the dirigible was anchored for the night, but a gale caused it so much damage that it had to be broken up. It had achieved a speed of 30 feet per second with the motors developing only 36 horse-power and, gathering from this what speed might have been accomplished with the full 170 horse-power, Zeppelin set about the construction of No. 3, with which a number of successful voyages were made, proving the value of the type for military purposes. No. 4 was the most notable of the early Zeppelins, as much on account of its disastrous end as by reason of any superior merit in comparison with No. 3. The main innovation consisted in attaching a triangular keel to the under side of the envelope, with two gaps beneath which the cars were suspended. Two Daimler Mercedes motors of 110 horse-power each were placed one in each car, and the vessel carried sufficient fuel for a 60-hour cruise with the motors running at full speed. Each motor drove a pair of three-bladed metal propellers rigidly attached to the framework of the envelope and about 15 feet in diameter. There was a vertical rudder at the stern of the envelope and horizontal controlling planes were fixed on the sides of the envelope. The best performances and the end of this dirigible were summarised as follows by Major Squier:--