British Airships, Past, Present, and Future

in the attempt to bring them to perfection. Their appearance in the British Army was delayed for many years on account of the expense that would be incurred in carrying out experiments. In 1902, C

nds were exhausted, and noth

SECU

as situated in the forward part of the car which drove two metal-bladed propellers by belts. At the after part of the keel were fitted a rudder and small elevators, and two pairs of movable horizontal planes were also fitted forward. It is remarkable that no stabilizing surfaces whatsoever were mounted. The envelope was so exceedingly strong that a high pressure of gas could be sustained, and ballonets were consi

SECU

means of a covering of silk fabric in place of the net, four suspension bands being again used. A large bow elevator was mount

A

t, had three inflated fins to act as stabilizers. These proved unsatisfactory as they lacked rigidity, and were replaced after the first inflation by the ordinary type. Two 8 horse-power 3-cylinder Berliet engines were mounted

E

the Astra Company. A 35 horse-power Green engine drove two wooden two-bladed propellers by chains. The ship was fitted with an unbalanced rudder, while the elevators were in the front of the frame. This ship was successful, and in June flew to London and back, and in September t

power. In 1913 she was inflated for over three months and made innumerable flights, on one occasion carrying H.R.H. the Prince of Wales

A

s. The car, as in Beta, was carried in a long framework suspended from the envelope. This portion of the ship was manufactured in England, together with the machinery. This consisted of an 80

ine was removed and two Iris engines of 45 horse-power were installed, each driving a single propeller. There were two pairs of elevators, each situated in the framework, one forward, the

rough the rudder controls were broken and the ship was ripped. In this operation the framework was considerably damaged. When repairs were bein

ENT-

ltimate purchase by the War Office, and a shed was erected at Wormwood Scrubs for its accommodation. This ship arrived safely in October, but was very slow and difficult

BA

f about 32 miles per hour. The War Office built a shed at Farnborough to house it, and in accordance with dimensions given by the firm a clearance of 10 feet was allowed between the top of the ship and the roof of the shed. Inconceivable as it may sound, the overall height of the ship was increased by practically 10 feet without the War Office being informed. The ship flew over and was landed safely, but on being taken into the shed the envelope caught on t

E

semi-rigid by lacing two flat girders to the sides of the envelope to take the weight of the car. This idea had to be abandoned, as in practice, when the weight of the car was applied, the girders buckled. The ship was then rigged as a non-rigid. A novelty was introduced by attaching a rudder flap to the top stabilizing fin, but as it worked somewhat stiffly it was later on removed. This ship took part in the manoeuvres of 1912 and carried out several flights. She proved to be exceedingl

T

re of a compromise between the short car of the, Delta and the long framework gear of the Gamma. Her engines were two 80 horse-power Canton-Unne, each driving one propeller by a chain. This ship proved to be a good design and completed a

on, and the airships Beta, Gamma, Delta and Eta were handed