British Airships, Past, Present, and Future

id to date from February 28th, 1915. On that day approval w

chant shipping was sufficient to cause grave alarm, and the authorities were much concerned to devise means of minimizing, even if they could not completely eliminate the danger. One proposal which was adopted, and which chiefly concerns the interests of this book, was the establishment o

requirements was terribly urgent, and speed of construction was of primary importance. The non-rigid design having been selected for simplicity in construction, the expedient was tried of slinging the fuselage of an ordina

the scheme. The trials were in every way most satisfactory, and a large number of ships of this design was ordered immediately. At the same time two private firms were invited to submit designs of their own to fulfil the Admiralty requirements. One firm's design, S.S. 2, did not fulfil the conditions laid down and was put out of co

ice to make room for the expansion of the military aeroplane squadrons. The personne

l. Small sheds, composed of wood, were erected with almost incredible rapidity, additional personnel was recruited, stores were collected, huts built

through various developments until, at the conclusion of the war, no fewer than 150 ships of various kinds had been constructed

.B.

s of similar shape of 60,000 cubic feet capacity were built. The shape was streamline, that is to say, somewhat blunt at th

ometer 30 inches, is 4,180 lb. The net lift available for crew, fuel, ballast, armament, etc., 1,

robable that the oil would run short before this time had been reached. At cruising speed, running the engine at 1,250

miles per hour has been reached by one of these ships, but act

the inner or gas surface. To render them completely gastight and as impervious to the action of the weather, sun, etc., as possible, fiv

nvelope and forms a seam as strong and gastight as any other portion of the envelope. Stuck on this fabric is a length of biased fabric 8 1/4 inches wide. These two strips overlap the opening at the forward end by about three feet. At this end the two strips are loose and have a toggle inserte

e fitted in fabric pockets around the nose and meet at a point 2 1/4 inches in front of the

ts a longitudinal fabric hose which connects the two ballonet air inlets. Non-return fabric valves known as crab-pots are fitted in this fabric hose on either side of their junction with the air scoop. Two automatic air valves are fitted to the

he other at the bottom. The bottom gas valve spring is set to ope

or moving portion of the valve, is made of aluminium and takes a seating on a thin india rubber ring stretched between a metal rod bent into a circle of smaller diameter than the valve opening and

the pilot's seat through ey

l thus be seen that the total load on each main suspension is proportionally taken up by each of the four "A" bridles, and that the whole weight of the car is equally distributed over the greater part of the length of the envelope. Four handling guys for manoeuvering the ship on the ground are provided under the bow and under the stem. A group of four Eta patches are placed close together, which form the point of attachment for two guys in each case. The forward of these groups of Eta patches forms the anchoring point. The bridle, consisting of 25 cwt. steel cable, is attached here and connected to the forepa

e envelope. In some cases the two lower fins and rudders were abandoned, and a single vertical fin and rudder fitted centrally under the envelope we

d steel tubing braced with wire and covered

single plane being fitted, 4-feet rudders are invariably employed. Two kingposts of st

skids and stay wires. The skids, composed of spruce,

certain other fittings added to render it suitable for airship work. The undercarriage is formed of two a

r is employed with this engine. The type of magneto used is the Bosch D.V.4, there being one magneto for each line of cylinders. In the older French Renaults the Bosch H.L.8 is used, one magneto supplying the current to all the plugs. Petrol is carried in three tanks, a gravity and intermediate tank as fitted to t

s the wireless apparatus fitted about his seat. This consists of a receiver and transmitter fitted inside the car, which derives power from acc

e aeroplane. Steering is operated by the feet and elevating by a vertical wheel mounted in a fore and aft direction across the seat.

d indicator graduated in knots, an aneroid reading to 10,000 feet, an Elliott revolution counter, a

trol pressure gauge, a glass petrol level and two

on a small wooden pedestal on th

ombs. The bombs are carried in frames suspended about the centre of the undercarriage. The bomb sight is fitted near the bomb releasing gear outside the car on the

AURICE

her type; 60,000 and in later cases 70,000 cubic feet envelopes were rigged to these ships, which proved to be slightly slower than the B.E. 2C type, b

the same in all types of S.S. ships, the suspension

operator; in several cases a third seat was fitted to accommodate a passenger or e

t feeding the carburettors by gravity. The engines used are Rolls Royce Renaults, although in one instanc

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,000 cubic feet envelopes otherwise the margin of lift was decidedly small. A water-cooled 100 horse-power Green engine propelled the ship, and a new feature was the disposition of petrol, which was carried in two aluminium tanks slu

S. ships performed a great part of our air

the waters which were under observation. In addition to this, practically the whole of the airship personnel now filling the higher positions, such as

ip is still held by an S.S.B.E. 2C, one of these ships r

16 one of the Armstrong ships was rigged to an envelope doped black and sent over to France. While there she carried out certain operations at night w

S.

e not merely an adaptation of an aeroplane body. These cars, which were of rectangular shape wit

s aft and drove a four-bladed pusher propeller. The petrol was carried

he success achieved by the experimental S.S. Zero it was decided to make this the standard type of

tion and was found to be beyond repair, and another was lost in a snowstorm in the far north. The remainder, fitted at

. Z

been previously attempted, and as a model an ordinary boat was taken. In shape it is as nearly streamline as is practicable, having a keel and ribs of wood with curved longitudinal members, the strut ends

s also a gunner, his compartment being situated forward, amidships

idered to be the most efficient for the purpose. The engine is mounted upon bearer

t in use on all S.S. ships. The petrol is carried in aluminium tanks slung on the axis of the envelope, identica

the ship has a theoretical endurance of seventeen h

diate success, and a large numbe

her never previously attempted by the earlier ships. With experience gained it was shown that a large fleet of airships of comparatively small capacity is of far more value for an anti-submarine campaign than a lesser fleet of ships of infinitely greater capacity. The average length of patrol was eight hours, but some wonderful duration flights were

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less liable to loss from engine failure. The first design proved to be a failure, but the second was considered more promising, a

although in the experimental stage, is being persevered with, and the intention is that it will gradually supplant the other S.S. classes. I

AND "C STA

rs of the Royal Naval Air Service turned their attention to the production of an airship which would have greater lift and speed than the S.S. type, and, consequently, an augm

60,000 cubic feet and, later, the 70,000 cubic feet envelopes adopted for the S.S. ships. Greater speed was aimed at by fitting two

all enclosed car. The ship in question was to be known as No. 10. This plan was, however, departed from, and the car was subsequently rigged to the envelope of the Eta, and a special car was designed and constructed for the original Coastal. Coastal airs

he east coast and south-west coast of England was maintained by the Coastal. On the east coast, with the prevailing westerly and south-westerly winds, these airships had many long and arduous voyages on their return from patrol, an

external rigging. The great feature of this principle is that it enables the car to be slung much closer to the envelope than would be possible with the tangential

pers at either end to a point which is slightly more accentuated aft. Owing to the shape, these ships, in the early days until experience had been gained, were extremely difficult to

, air being conveyed to them by means of a fabric air duct, which is parallel to the longitudinal centre line of the envelope, with transverse ducts connecting each pair of ballonets

ower lobes, and are fitted on either side of the rudder plane. A top valve is dispensed with because in practice when an Astra-Torres envelope

ves are employed in a simil

n viewed end on gives it a trefoil appearance. The internal rigging is attached to the ridges formed on either side of the upper lobe, where it meets the two side lobes.

he envelope keep its trilobe shape. They do not, however, divide the ship into separate gas compartments. The rigging girdle consists of a number of fabric scallops through which run strands of Italian hemp. These strands, of which there are

al envelope, of which three take the handling guys

s, and the vertical fin with the rudder fl

on for four. The landing chassis were altered, single skids being substituted for the wider landing chassis employed in the seaplane. The car consists of four longerons with struts vertical and cross, and stiffened with vertica

aced adjoining the engines in the car. At a later date various methods of carrying the petrol tanks were a

gun is mounted on the top of the envelope, which is reached by a climbing shaft

ive power, but at a later date a 220 horse-power Renault was fitted aft and a 100 horse-power, Be

hours are far too numerous to mention. The most noteworthy of all gave a total of 2

a complete refit. Several were put in order, but it was decided that this policy should not be continued, and th

years 75 days, and averaged for each day of this period 3 hours 6 minutes flying. During this time she covere

AR" A

long hours of escort duty and also anti-submarine patrols. To meet these requirements it was felt that a ship could be constructed, not departing

rly shape as used in the Coastal. It is to all intents and purposes the same envelope as is used on the North Sea ships, but on a smaller scale. An entirely new type of fabric was employed for this purpose. The same model of car was employed, but was made more comfortable, the canvas covering for

umbers reached double figures they were no longer proceeded with. Notwithstanding this the ships which were commissioned carried out most valuable work, and, like their prototypes, many fine flights were recorded to their credit. Thirty-four and a half ho

nd the enemy and the elements unfortunately exacted a heavy toll. A German wireless message receive

RTH SEA

for work of practical utility. From experience gained at this time with airships of the Coastal type it was thought possible to construct a large Non-

ements fall und

ry out flights of co

t relia

ift to carry an am

ents to accommodate

ld be of value to the Fleet and would prove efficient substitutes until rigid airships were available. Th

hip suffered a partial eclipse and people were inclined to reconsider their favourable opinion. Thus it was that for many months the North Sea airship was decidedly unpopular, and it was quite a common matter to hear her described as a complete failur

ad been suggested by the ships of that class were incorporated in the new design, which was of streamline shape throughout, and looked at in elevation resembled in shape that of the S.S. airship.

fans of the internal rigging support the main suspensions of the car, while similar fans both fore and aft provid

ves in all are fitted, a

e embodied in the top

The fourth, the top fin, is merely for stabilizing purposes, the other three being identical

stem was abandoned owing to the aluminium supply pipes becoming fractured as the envelope changed shape at diff

car, which tapers towards the stern, has a length of 85 feet, with a height of 6 feet. The forward portion is covered with duralumin sheeting, and the remainder with fabric laced to the framework. Windows and portholes afford the crew both light and s

ture separate from the car and reached by a wooden gangway supported by wire cables. This structure consists of two V-shaped frameworks connected by a central frame an

proved to be a great source of weakness, as continual trouble was experienced with this method, and a fracture sooner or later occurred at the universal joint nearest to

engineers' cabin was modified and an auxiliary blower was fitted to

escences on the envelope were placed inside. This, added to the improvement effected by the abolition of the

ght, 69 feet 3 inches. The gross lift is 24,300 lb.; the disposable lift, without crew, petrol, o

top of the envelope, which is approached by a similar c

ng ago as in the summer of 1917 completed a flight of 49 hours 22 minutes, which at the time was the record flight of any British airship. Since that date numerous fligh

d's record flight, and afforded considerable evidence as to the utility of the non-rigid type for overseas patrol, an

t help being struck by the ease with which she was steered and her power to remain almos

inary flying routine of the station to which the ships were attached, and most of the hours were spent in escorting convoys and

hip, in its present modified state, is a signal success, and is probabl

late the performances of the standard types of non-rigid airs

ro S.S. Twin

ar

0" 165' 0" 2

32' 0" 35' 6

46' 0" 49' 0"

gen c

0,000 100,000

.) 4,900 7,000

pos

1,850 2,200

3 4

ava

fuel

) 1,370 1,54

consu

ull

our) 3.6 7

hour 0.36