BRITISH AIRSHIPS 1905-30
ABOUT THE AUTHOR AND ILLUSTRATORS I A N C A S T L E has lived in London all his life and balances writing with work in the advertising industry. He has been writing for Osprey for over 15 years. This is his second book exploring his interest in early aviation history, following previous books on aspects of the Napoleonic Wars and colonial conflicts in southern Africa, his other great passions. Ian regularly lectures at the National Army Museum in London and is a member of the Airship Heritage Trust.
T O N Y B R Y A N is a freelance illustrator of many years' experience who lives and works in Dorset. He initially qualified in Engineering and worked for a number of years in Military Research and Development, and has a keen interest in military hardware - armour, small arms, aircraft and ships. Tony has produced many illustrations for partworks, magazines and books, including a number of titles in the New Vanguard series. G I U S E P P E R A V A was born in Faenza in 1963, and took an interest in all things military from an early age. Entirely self-taught, Giuseppe has established himself as a leading military history artist, and is inspired by the works of the great military artists, such as Detaille, Meissonier, Rochling, Lady Butler, Ottenfeld and Angus McBride. He lives and works in Italy.
NEW VANGUARD • 155
BRITISH AIRSHIPS 1905-30
IAN CASTLE
I L L U S T R A T E D BY T O N Y BRYAN & G I U S E P P E
RAVA
First published in Great Britain in 2009 by Osprey Publishing, Midland House, West Way, Botley, Oxford, 0X2 OPH, UK 443 Park Avenue South, New York, NY 10016, USA E-mail:
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ACKNOWLEDGEMENTS The dream of powered lighter-than-air flight fascinated man for centuries, yet it was only the enlightened minds of French and German engineers and designers that made it practical towards the end of the 19th century. It is a fascinating journey from these early beginnings to the vast globecrossing leviathans that took to the skies just a few decades later. The journey to condense Britain's varied and innovative contribution to this sphere of aeronautics into this volume has at times proved testing, but it is one I have enjoyed immensely. The book would not have taken its present form without the information I have been able to draw from the National Archives at Kew, the Imperial War Museum in Lambeth, the Airship Heritage Trust and the Royal Air Force Museum at Hendon. I would particularly like to thank Andrew Simpson, Curator, Department of Aircraft and Exhibits, at the RAF Museum who supplied me with much information on airship R.33 and unhesitatingly answered my questions on the minutiae of aeroplane design. Unless otherwise stated, all illustrations are from my own collection.
DEDICATION For Nicola
CONTENTS INTRODUCTION
4
AIRSHIP
5
TYPES
ARMY AIRSHIP THE ARMY
AIRSHIPS
EARLY NAVY EARLY W A R
ORGANISATION
AIRSHIPS SERVICE
NAVAL AIRSHIPS
5 6 12 15
1914-18
16
SEMI-RIGID (SR) A I R S H I P S
25
RIGID AIRSHIPS
26
BRITISH AIRSHIPS AT W A R
38
SUMMARY
44
SELECT
47
INDEX
BIBLIOGRAPHY
48
BRITISH AIRSHIPS 1905-30 INTRODUCTION
The Willows I. This, the first of E. T. Willows's six airship designs, experienced problems with weight distribution, causing the envelope to sag in the middle. By fitting a longer-framework car, the problem was overcome and the airship attracted keen interest from Col J . E. Capper, commander of the Royal Engineers Balloon School.
At the end o f the 1 9 t h century, w h e n the other great powers, G e r m a n y and F r a n c e , were enthusiastically e m b r a c i n g the development and construction o f lighter-than-air aircraft - airships - Britain officially showed little interest in the evolving science. T h e first airship to achieve a successful flight in Britain w a s built and piloted by Stanley Spencer, a b a l l o o n - m a k e r and a e r o n a u t . Taking off from Crystal Palace, South L o n d o n , in 1 9 0 2 , Spencer flew towards the City, but, with his 3 h p engine unable to m a k e progress against the wind, he turned west and eventually landed at E a s t c o t e near Ruislip. Spencer c o n t i n u e d building airships but it w a s one designed and flown by Ernest T h o m p s o n W i l l o w s , a 19-year-old W e l s h m a n , in 1 9 0 5 that attracted more serious attention. His Willows N o J , powered by a 7 h p Peugeot motorcycle engine, was the first in a series o f six airships eventually built by W i l l o w s . Importantly, it gained the attention o f the W a r Office and in 1 9 0 7 , under the direction o f brevet C o l J . E . Capper, c o m m a n d e r o f the R o y a l Engineers B a l l o o n S c h o o l , the A r m y began to build its o w n airship.
AIRSHIP TYPES There are three types o f airship: rigid, semi-rigid and non-rigid. All are classed as dirigibles - steerable b a l l o o n s . T h e rigid airship is the type exemplified by the G e r m a n Zeppelins. T h i s type is formed of a lightweight rigid framework of metal or w o o d from which cars (or gondolas) containing the controls and engines are suspended. Within this framework are a number of individual large cells containing the lifting gas, highly inflammable hydrogen. An outer skin, k n o w n as the envelope, covered the framework; it is the framework that gives the rigid airship its shape. In semi-rigid airships the envelope maintains its shape by the pressure o f the gas inside and the use o f an external keel running the length o f the ship which supports the car and adds rigidity. T h e third type - the non-rigid - was that most favoured and exploited by Britain during World War I. As the name suggests, the envelope retains its shape through gas pressure, but when an airship ascends the gas expands, and when it descends again the gas contracts, so without internal air c o m p a r t m e n t s , or ballonets, the envelope w o u l d lose shape and b e c o m e u n m a n a g e a b l e . Air collected from the propeller slipstream, distributed via an air duct through non-return valves, increased pressure in the ballonets, allowing the envelope to retain its shape. It is the non-rigid type of airship that is often called a 'blimp'. T h e basic principle o f any airship was by the use o f hydrogen, a lighterthan-air gas, to produce lift greater than the total fixed weight o f the airship itself. This excess lift, k n o w n as the disposable or useful lift, determined the weight o f crew, fuel, ballast, w e a p o n s and stores that could be carried.
ARMY AIRSHIP ORGANISATION T h e Army's first involvement in lighter-than-air experiments began with the establishment by the R o y a l Engineers o f the A r m y B a l l o o n E q u i p m e n t Store at W o o l w i c h in 1 8 7 8 . By 1 8 9 0 the unit e x p a n d e d into the B a l l o o n Section, with a factory and school at C h a t h a m , relocating to Aldershot in 1 9 0 2 . T h r e e years later the B a l l o o n Section m o v e d the short distance t o F a r n b o r o u g h and in 1 9 0 9 the Balloon Factory transferred to civilian control. T h e n , in April 1 9 1 1 , the B a l l o o n S c h o o l b e c a m e the Air B a t t a l i o n ( N o . l C o y Airships;
On 5 October 1907 Nulli Secundus flew over London, but strong headwinds on the return journey forced it to land at Crystal Palace, having been in the air for 3 hours 25 minutes.
The rebuilt version of Capper's airship, Nulli Secundus II, had a short life. First flown in July 1908, it was scrapped at the end of the following month.
N o . 2 C o y A e r o p l a n e s ) o f the R o y a l Engineers while the B a l l o o n F a c t o r y b e c a m e the A r m y A i r c r a f t F a c t o r y (later, the R o y a l A i r c r a f t F a c t o r y ) . However, the following year the Air Battalion formed the basis of the military wing o f the fledgling R o y a l Flying C o r p s .
THE ARMY AIRSHIPS Nulli Secundus a n d Nulli Secundus II C o l C a p p e r received approval to begin construction o f a government-funded airship in 1 9 0 7 . T o g e t h e r w i t h the C h i e f Kiting Officer, S. F. Cody, he designed and built Nulli Secundus ('Second to n o n e ' ) . Its 1 1 0 f t cylindrical e n v e l o p e , c o n s t r u c t e d o f g o l d b e a t e r ' s skin, held 5 5 , 0 0 0 c u b i c feet (cu.ft) o f h y d r o g e n . G o l d b e a t e r ' s skin is an e x t r a o r d i n a r y m a t e r i a l , being both lightweight and gas-tight, a n d m a d e f r o m the intestines o f cattle. Nulli Secundus used some 2 0 0 , 0 0 0 skins, fixed, 1 5 layers thick, to a cloth backing a n d varnished. B e l o w the envelope a triangular steel f r a m e w o r k hung, attached by a net and four b r o a d silk b a n d s . A small car suspended below the f r a m e w o r k held the 5 0 h p A n t o i n e t t e engine driving t w o propellers. T h e f r a m e w o r k carried a rudder and elevators at the rear and t w o moveable horizontal elevators at the front. T h e first test flight o f Nulli Secundus took place in September 1 9 0 7 and then, on 5 O c t o b e r , with Capper and C o d y on b o a r d , it flew f r o m F a r n b o r o u g h t o L o n d o n , b e c o m i n g the first airship to appear over the capital. C a p p e r carried out a n u m b e r o f alterations and launched the p a r a d o x i c a l l y n a m e d Nulli Secundus II in J u l y 1 9 0 8 as a semi-rigid. Small changes to the envelope gave a capacity o f 56,OOOcu.ft and a new-style open car was added to the f r a m e w o r k , n o w covered with waterproofed silk and a t t a c h e d directly to the envelope. A n u m b e r o f unconvincing short flights t o o k place before the airship was dismantled at the end of August 1 9 0 8 . Baby, Beta a n d Beta II C a p p e r continued with his experimental w o r k and in M a y 1 9 0 9 he revealed his n e w c r a f t . Smaller t h a n his t w o previous m o d e l s , this non-rigid had an envelope o f 8 4 f t with a d i a m e t e r o f 2 4 f t a n d a hydrogen capacity o f 21,OOOcu.ft, containing one ballonet. Its small size earned it the name Baby. 6
The second version of Capper's small airship Baby. It differed in shape to NulliSecundus, being described by those who saw it for the first time as a 'huge sunfish'. When Capper finished his experiments with it he commented that it had 'given assistance in solving various problems'.
T h e goldbeater's skin envelope had t w o inflated horizontal fins at the stern with a canvas sail fin on the underside. An inflated upper fin later replaced the underside sail. T h e car, initially o f an open f r a m e w o r k , was later covered with canvas and carried t w o 8 h p B u c h e t engines, e a c h driving a single propeller. These were later replaced by a single, m o r e powerful 2 0 - 2 5 h p R E P m o t o r driving both propellers, attaining a speed o f a b o u t 2 0 m p h . Baby flew for the last time in D e c e m b e r 1 9 0 9 , when Capper prepared to reconstruct it. Baby was reborn as Beta in M a y 1 9 1 0 , with an enlarged envelope capacity o f 3 5 , 0 0 0 c u . f t and an overall length o f 1 0 4 f t . T o aid stability, the f o r m e r inflatable rear fins were replaced with fixed planes, t w o horizontal and one vertical on the underside, to which a rudder was a t t a c h e d . T h e car was again of a long open f r a m e w o r k , with elevators fixed to the front, and held a 3 5 h p Green engine powering t w o propellers with space for a t h r e e - m a n c r e w in the centre. Beta proved to be a generally reliable craft although it experienced many problems with its fragile envelope.
Beta became the focus of numerous experiments during its life, including the first wireless message transmitted from an airship and the first instance of a non-rigid airship being attached to a mooring mast.
The redesigned car of Beta II was boat-shaped with seats for a three-man crew. The car is on display in the Aviation Hall of the Science Museum, London.
i
L a t e in 1 9 1 2 a redesigned Beta r e a p p e a r e d as Beta II. W i t h a larger goldbeater's skin envelope o f 50,OOOcu.ft and a 4 5 h p Clerget engine added in a n e w car, it achieved a m a x i m u m speed o f 3 5 m p h . T h e forward elevators on the first Beta had lacked efficiency; they were replaced by attaching moveable surfaces to the rear h o r i z o n t a l p l a n e s . In 1 9 1 3 Beta II t o o k part in army exercises and was used extensively for training purposes.
The first version of Gamma at Farnborough, showing one of the inflated rear fins, the fixed lower plane with rudder and the open-framework car.
Gamma a n d Gamma II In F e b r u a r y 1 9 1 0 C a p p e r l a u n c h e d his latest airship, the Gamma, which carried a c r e w o f four. It w a s the first British airship to utilize an envelope m a d e o f rubberized c o t t o n f a b r i c , m a n u f a c t u r e d by the Astra C o m p a n y of Paris. T h e initial envelope on this non-rigid was 1 5 4 f t in length with a c a p a c i t y o f 75,OOOcu.ft and it b o r e t w o horizontal inflated stabilizing fins
and a single fixed plane vertically below. T h e o p e n - f r a m e w o r k car, m a d e of steel and hickory, carried the 8 0 h p G r e e n engine and had t w o pairs o f elevators attached, one pair f o r w a r d and the other to the rear. T h e engine drove a pair o f swivelling propellers, pioneered by W i l l o w s , designed to increase manoeuvrability. By J u n e 1 9 1 0 Gamma h a d a n e w c a r fitted with s h o r t e r f r a m e w o r k , 2 1 f t long and 6ft wide; the f o r w a r d and aft elevators were replaced with a box-kite tail plane, and the inflated fins with fixed types. In addition, t w o 4 5 h p Iris engines superseded the G r e e n , each driving a single propeller. Following these changes, and with a new envelope o f 1 0 1 , 0 0 0 c u . f t fitted in 1 9 1 2 , it became k n o w n as Gamma J J , able to carry six people - c r e w and passengers (although nine were carried at the 1 9 1 2 a r m y manoeuvres) - as well as wireless equipment and enough fuel for an eight-hour journey.
Gamma //with its 101,000cu.ft envelope, box-kite tail plane and fixed stabilizing fins. When the twin Iris engines were fitted it was found necessary for the mechanic to sit on a platform between them to control lubrication. Maj Bannerman, commander of the Air Battalion, commented: 'His position will not be an enviable one.'
F o r e i g n i m p o r t s : Clement-Bayard II a n d Lebaudy Morning Post Any reader of the British press in the early years o f the 2 0 t h century could n o t fail to be aware o f the d r a m a t i c progress m a d e by the Zeppelin airships in Germany. W h e n this w a s c o m p a r e d with the British Army's e x p e r i m e n t a l work, it was clear that Britain lagged a long way behind Germany, and France t o o . Pressure m o u n t e d on the government and in O c t o b e r 1 9 1 0 the ClementBayard II arrived in Britain f r o m F r a n c e , a non-rigid airship t h a t ' c o u l d be e x a m i n e d , tested, a n d , if a p p r o v e d of, p u r c h a s e d f o r the n a t i o n ' . T h e ship's envelope was 2 5 1 f t long with a capacity o f 2 4 7 , 0 0 0 c u . f t ; t w o 1 2 0 h p Clement-Bayard engines supplied the power. After initial disagreement over the price, the airship w a s eventually purchased for £ 1 8 , 0 0 0 - before completing its prescribed tests. In addition, the Daily Mail newspaper paid for a shed to be erected on W o r m w o o d Scrubs in L o n d o n in which to house it. Another newspaper, the Morning Post, raised £ 1 8 , 0 0 0 f r o m its readers to purchase a Lebaudy airship f r o m France and presented it to the g o v e r n m e n t . K n o w n as the Lebaudy Morning Post, the n e w airship arrived ten days after the Clement-Bayard II. It was a semi-rigid with an envelope o f 3 3 7 f t and a 9
At a time when the Army had just Beta and Gamma, the Clement-Bayard II made a much-heralded arrival when it flew in from France, but because of problems with the envelope the Army never flew it and it was eventually dismantled.
gas capacity of 3 5 3 , 0 0 0 c u . f t . Disaster struck almost immediately. As handlers guided it into the n e w shed at F a r n b o r o u g h , specially built to house it, a girder in the r o o f caught the envelope and ripped it open - the manufacturers h a d increased its height w i t h o u t i n f o r m i n g F a r n b o r o u g h . It was not until M a y the following year that the Morning Post was ready to fly again, but a fresh disaster struck w h i c h s a w it wrecked on F a r n b o r o u g h C o m m o n . After this second incident the Morning Post was scrapped.
Delta In 1 9 1 0 design w o r k c o m m e n c e d on Delta, the n e x t A r m y airship, a semirigid with a w a t e r p r o o f e d silk envelope. C o n s t r u c t i o n w o r k began the following year on w h a t proved t o be a troubled development. T h e envelope p r o v e d a failure as it burst w h e n under full gas pressure; a new envelope o f rubberized fabric, 2 2 5 f t long with a capacity o f 1 6 0 , 0 0 0 c u . f t , replaced it. E x p e r i m e n t s to attach girders to the envelope to bear the weight of the car failed, leading to the redesign o f Delta as a non-rigid, and it finally t o o k to the air in September 1 9 1 2 . It had a 2 6 f t open car fitted with two H O h p White & P o p p e engines driving twin swivelling propellers that attained a speed o f 4 4 m p h . H o w e v e r , with p r o b l e m s c o n t i n u i n g to dog it, Delta did not enter service until O c t o b e r 1 9 1 3 . A later refit appears to have added a larger envelope o f a b o u t 175,OOOcu.ft.
On 4 May 1911 the brief life of the Morning Post came to an end. After a trial flight it began drifting erratically across Farnborough Common. It then hit a group of trees, whereupon the envelope burst and the tangled wreckage crashed to the ground. 10
Eta Eta was the Army's last e x p e r i m e n t a l airship. W i t h an envelope c a p a c i t y of 1 1 8 , 0 0 0 c u . f t , Eta was smaller than Delta when it t o o k to the air for the first time in August 1 9 1 3 . Initially it encountered a n u m b e r o f m e c h a n i c a l problems but w h e n these were rectified it b e c a m e an efficient ship. T h e rubberized f a b r i c envelope c o n t a i n e d t w o b a l l o n e t s and w a s fitted with horizontal side planes with elevators and a vertical lower plane carrying the rudder. T h e m o s t i m p o r t a n t innovation on Eta was the suspension system securing the c a r to the envelope. T h e six rigging wires f r o m the c a r e a c h divided into t w o , then each o f these branches divided again into three close to the envelope, where the 3 6 individual wires were a t t a c h e d t o ' D ' rings fixed to fan-shaped patches stuck to the envelope with adhesive and then sewn into place. These became k n o w n as 'Eta patches' and became a c o m m o n feature on subsequent non-rigid airships. However, on 1 J a n u a r y 1 9 1 4 , f o l l o w i n g a g o v e r n m e n t decision, responsibility for all airship development passed f r o m the A r m y to the N a v y (leading to the c a n c e l l a t i o n o f the Army's n e x t airships, Epsilon I and II) and at that point the Army's existing airships, Beta II, Gamma II, Delta and Eta, transferred to naval c o n t r o l .
SES>
After a long development Delta proved a useful craft. Between 27 July and 31 December 1913 it made 53 ascents, flying a total of 2,035 miles. Also in 1913, Maj E. M. Maitland, RE, used Delta to make the first parachute jump from n airship.
The tapering car on the Eta, built on a steel framework, was a development of the Gamma car and carried a crew of five, two in front of the pair of 80hp Canton-Unne engines driving the swivelling propellers, and three behind. 11
EARLY NAVY AIRSHIPS Rigid Naval Airship No. 1 T h e N a v y ' s early i n v o l v e m e n t in airship development lagged significantly behind the Army; however, in 1 9 0 8 the government announced that it wished t o e x p l o r e the t h r e a t p o s e d t o B r i t a i n by airships, deciding that the best w a y t o analyse this t h r e a t w a s t o build one and test its capabilities. T h e Admiralty therefore detailed a t e a m to w o r k with Vickers Sons & M a x i m Ltd to design and develop a rigid airship. C o n s t r u c t i o n began at Barrow-inFurness in 1 9 0 9 . T h e a i r s h i p , officially n a m e d Rigid Naval Airship N o . l , earned the p o p u l a r n a m e o f Mayfly and first emerged f r o m its shed on 2 2 M a y 1 9 1 1 . T h e vast envelope e x t e n d e d f o r 5 1 2 f t , built on a d u r a l u m i n f r a m e w o r k ; Zeppelins were n o t built o f this e x t r e m e l y light but strong aluminium alloy until late 1 9 1 4 . T h e envelope covered 1 7 individual gas-bags, which held 6 6 3 , 5 1 8 c u . f t o f h y d r o g e n . T w o W o l s e l e y 1 8 0 h p engines, each m o u n t e d in a w a t e r t i g h t w o o d e n g o n d o l a , supplied the p o w e r ; the f o r w a r d engine drove t w o f o u r - b l a d e d p r o p e l l e r s while the rear engine p o w e r e d a larger single propeller. A n u m b e r o f tests t o o k place over the n e x t few days before the airship returned to its shed. E x a c t l y four m o n t h s passed before, fatefully, it emerged again, on 2 4 September 1 9 1 1 . C a u g h t by a powerful gust o f wind, it became unstable. T h e n , disastrously, it b r o k e in t w o . It was deemed beyond repair, a n d the w h o l e p r o j e c t w a s scrapped and the Admiralty's involvement in airship development ceased for a while. Pre-war naval airships In 1 9 1 2 renewed c o n c e r n s over G e r m a n airship development caused the N a v y to refocus its attention. Turning to the civilian airship designer E. T. W i l l o w s , the N a v y purchased Willows No.4 for training purposes (renaming it His Majesty's Airship [ H M A ] N o . 2 ) and then, with n o others available in Britain, looked overseas, purchasing an Astra-Torres airship from France and a Parseval f r o m G e r m a n y 'for training and experimental purposes'. Attempts to purchase a Zeppelin failed as the G e r m a n government banned their sale to foreign p o w e r s . In addition the N a v y ordered an Italian Forlanini with an option for t w o m o r e , but the deal never materialised because o f the onset of W o r l d W a r I.
The first outing of Mayfly. With its gas-bags fully inflated, it was hauled across Cavendish Dock, Barrow-in-Furness, and attached to a mooring mast, where it remained for almost four days, successfully withstanding gusts of wind up to 45mph. 12
Foreign imports: Astra-Torres a n d Parseval T h e Astra-Torres ( H M A N o . 3 ) m a d e its first flight f r o m F a r n b o r o u g h on 12 J u n e 1 9 1 3 . T h e shape o f the envelope, w h i c h h a d a great influence on later British airship design, was strikingly different f r o m anything previously seen in Britain, being formed o f three lobes, t w o at the b o t t o m and one on top, connected by internal p o r o u s fabric curtains. T h e envelope was 2 4 8 f t long and its capacity was a r o u n d 2 3 0 , 0 0 0 c u . f t . T w o 2 0 0 h p C h e n u engines supplied the power to drive the pair o f two-bladed propellers m o u n t e d high above the solid-looking enclosed gondola. T h e Astra-Torres achieved a speed of 5 1 mph in trials, with ascent and descent controlled by moving the entire gondola f o r w a r d or b a c k , by p o w e r or manually. A single fin, positioned vertically under the stern, carried fixed stabilizing planes. T h i s arrangement proved unsatisfactory and a n e w vertical fin with i m p r o v e d rudder a n d horizontal fins with elevators replaced it. T h e Parseval ( H M A N o . 4 ) , built by the Parseval Airship C o m p a n y in Germany, arrived in M a y 1 9 1 3 but did not m a k e its first flight until 3 0 J u n e 1 9 1 3 . T h e trial flights were successful and in August the N a v y c o n f i r m e d its option on three m o r e . H o w e v e r , the onset o f the w a r prevented delivery. Instead Vickers, w h o had earlier agreed a deal with Parseval to build airships to their design under licence, u n d e r t o o k the w o r k .
HMA No.2 {Willows IV) with Beta in the background. HMA No.2 was purchased by the Admiralty in July 1912 as a training ship, but later its envelope was attached to a BE2c aeroplane fuselage and became the prototype of the SS Class.
The success in trials of the nonrigid Astra-Torres (HMA No.3), shown here, led to the order of three more of these airships. The first of them (HMA No.8) was delivered in 1914 but it appears unlikely that the other two (HMA No.10 and HMA No.16) ever saw service. 13
The streamlined outline of the Parseval design (HMA No.4) is clearly shown here. The open car, seating a crew of seven, carried two 180hp Maybach engines capable of a top speed of 43mph.
T h e Parseval, a non-rigid airship, had a streamlined envelope tapering to a fine point at the stern, with an overall capacity of 3 1 0 , 6 4 0 c u . f t and a length o f 2 7 5 f t - although by February 1 9 1 4 the length had been increased to 3 1 2 f t , giving an increased c a p a c i t y o f 3 6 4 , 0 0 0 c u . f t . T h e envelope contained t w o b a l l o n e t s t h a t c o u l d be used t o adjust t r i m , as could hauling the gondola f o r w a r d or aft through a system o f pulleys. This first Parseval was not fitted with elevators on the rear fins, but this c h a n g e d after the initial trials. A precarious machine-gun position was located on top o f the envelope with access via a tube c o n n e c t e d to the g o n d o l a . T h e later models produced by V i c k e r s ( H M A N o s . 5 , 6 a n d 7 ) , appearing in the latter part o f 1 9 1 7 , all had the larger envelope. N o . 5 , w h i c h served as a training ship for crews of rigids, had a large covered gondola with fixed propellers driven by two 2 4 0 h p R e n a u l t engines fitted at either end o f the car. N o s . 6 and 7 were identical to each other, having enclosed cars o f a smaller design than N o . 5 , carrying twin 1 8 0 h p engines driving swivelling propellers mounted on either side of the car. New designations O n 1 J a n u a r y 1 9 1 4 , w h e n all A r m y airships transferred to the naval wing o f the R o y a l Flying C o r p s , they received new designations within the Navy n u m b e r i n g system, listing airships in a sequence based on the placing of
One of the Parsevals built by Vickers, HMA No.7, about to make its first trial flight on 22 December 1917. It was identical to HMA No.6 and, after its trial, was relegated to providing spares for its sister airship. 14
production orders. By the time the w a r began, the naval wing h a d left the R o y a l Flying Corps and formed the R o y a l N a v a l Air Service ( R N A S ) . HMA No.lr H M A No.2 HMA HMA HMA HMA
No.3 No.4 No.5 No.6
M a y f l y (rigid - dismantled) Willows No.4 Astra-Torres Parseval Vickers Parseval Vickers Parseval
HMA No.7 H M A No.8 H M A No.9r
Vickers Parseval Astra-Torres Vickers (rigid)
H M A No. 10
Astra-Torres
H M A N o . 11 H M A N o . 12
Forlanini (undelivered) Forlanini (undelivered) Forlanini (undelivered) A r m s t r o n g W h i t w o r t h (rigid - cancelled) A r m s t r o n g W h i t w o r t h (rigid - cancelled)
HMA HMA HMA HMA
N o . 13 No.l4r No.l5r N o . 16
H M A No. 17 H M A N o . 18 HMA HMA HMA HMA
No. 19 No.20 No.21 No.22
Astra-Torres Beta II (ex-Army) Gamma II (ex-Army) Delta (ex-Army) Eta (ex-Army) I (ex-Army - cancelled) II (ex-Army - cancelled)
Epsilon Epsilon
However, at the o u t b r e a k o f W o r l d W a r I the only serviceable airships were H M A N o . 2 {Willows
IV)
for training, N o . 3 ( A s t r a - T o r r e s ) , N o . 4
(Parseval) and the four former A r m y vessels, N o . 1 7 {Beta II), N o . 1 8 II), N o . 1 9 (Delta)
and N o . 2 0
{Gamma
(Eta).
EARLY WAR SERVICE T h e day after the declaration of war, H M A N o . 4 , ironically the German-built Parseval, performed an overnight patrol along the T h a m e s estuary and over the N o r t h Sea looking for approaching G e r m a n warships. O n its return the following m o r n i n g it c a m e under rifle fire f r o m soldiers o f a T e r r i t o r i a l division w h o believed it w a s a G e r m a n airship, but fortunately it suffered
In response to the Admiralty's demand for an easily produced airship to search for U-boats in Britain's coastal waters, the RNAS team at Kingsnorth developed, built and received approval for the Submarine Scout, based on a BE2c aircraft fuselage, in just three weeks. (Imperial War Museum Q.68276)
n o d a m a g e . B o t h N o . 4 a n d N o . 3 , the A s t r a - T o r r e s , patrolled the English C h a n n e l t o p r o t e c t the British E x p e d i t i o n a r y F o r c e as it sailed across to France and continued patrols in the area for some time afterwards. N o . 3 also a c c o m p a n i e d an R N A S d e t a c h m e n t sent to O s t e n d . Later, w h e n b a c k in E n g l a n d , N o . 3 , along with N o . 1 7 (Beta II) and N o . 2 0 (Eta) flew night-time r e c o n n a i s s a n c e over L o n d o n in S e p t e m b e r 1 9 1 4 to evaluate the potential t h r e a t posed by raiding Z e p p e l i n s . T h e n , in N o v e m b e r , while flying to D u n k i r k to j o i n a n o t h e r R N A S d e t a c h m e n t , N o . 2 0 (Eta) ran into a s n o w s t o r m near R e d h i l l in Surrey, suffering c o n s i d e r a b l e d a m a g e . An inspection declared it beyond repair. N o . 1 7 (Beta II), sent to France to replace Eta, flew a n u m b e r o f r e c o n n a i s s a n c e missions and carried out a spotting mission for the Belgian artillery before returning in February 1 9 1 5 to operate as a training airship. N o . 1 8 (Gamma II) b e c a m e a focus for m o o r i n g e x p e r i m e n t s while N o . 1 9 (Delta) did n o t serve because o f a damaged g o n d o l a . H M A N o . 8 , o n e o f the s e c o n d b a t c h o f A s t r a - T o r r e s airships, delivered to the R N A S in D e c e m b e r 1 9 1 4 , carried out a number of patrols in the eastern approaches to the English C h a n n e l during 1 9 1 5 .
NAVAL AIRSHIPS 1914-18 S u b m a r i n e Scout (SS) Class W i t h the land w a r settling into the stalemate o f trench w a r f a r e , G e r m a n y turned to its submarine fleet to take the w a r to Britain, attempting to cut its vital seaborne trade routes. T h e U-boats began to exact a heavy toll on British shipping and, to counter this, the Admiralty called a meeting on 2 8 February 1 9 1 5 attended by representatives o f the R N A S and t w o private firms, Airships
THE SUBMARINE SCOUTS Developed by a team at RNAS Kingsnorth, the design of the Submarine Scout amalgamated existing technology using the 35,000cu.ft envelope from HMA No.2, the suspension patches originally devised for the Eta and a BE2c aeroplane fuselage, minus its wings and tail arrangements. When it went into production a larger 60,000cu.ft envelope was fitted. The result was a hybrid (1), but it worked. A second type of SS airship followed, using a Maurice Farman type fuselage with a rear-fitted 'pusher' propeller (2). The suspension arrangements were similar to those on the BE2c although it could be fitted either to a 60,000 or a 70,000cu.ft envelope. A third type (3), based on the Armstrong Whitworth FK.3 aeroplane, finally appeared in 1916 after the prototype had received approval in July 1915. This type used a 70,000cu.ft envelope. SS.1,SS.3-SS.26, SS.48-SS.49
BE2ctype
SS.2
Airships Ltd prototype
SS.27, SS.39A*-SS.47
Armstrong Whitworth type
SS.28-SS.39*
Maurice Farman type
*SS.39 was originally built with a Maurice Farman fuselage but wrecked in July 1917. It was reconstructed as SS.39A with an Armstrong Whitworth fuselage. After meeting the Admiralty's initial requirements, the Submarine Scouts evolved and improved through the 'Pusher', 'Zero' and 'Twin' variants. But it was the Zero (4) that made the biggest impact, with a total of 77 being built. One pilot, T. B. Williams, considered that the Zeros were 'dreams come true' and described his as 'my beautiful airship'. Recounting his experiences, Williams admitted that he would 'shout and slap the flanks of the control car when we were charging into battle, much to the amusement of my crew'.
Although the first Armstrong Whitworth SS type appeared in July 1915, the first of the production models did not follow until May 1916. The envelope capacity of the AW type was 70,000cu.ft, 10,000cu.ft more than the BE2c type, achieved by increasing the diameter of the envelope by 2ft 3in. - the length remaining the same. This photo shows an early version with four stabilizing planes.
Ltd and A r m s t r o n g W h i t w o r t h L t d . T h o s e present were invited to submit designs for a n e w non-rigid airship; it was to be designed for submarine detection w o r k , be capable o f an air speed of 4 0 to 5 0 m p h , with an endurance o f up to eight hours while carrying a crew o f t w o . It was to have a ceiling of 5 0 0 0 f t , carry wireless telegraphy (W/T) equipment and 1601b of b o m b s . T h e design was also required to be simple to facilitate rapid production, for the Admiralty wanted these n e w airships in the air within weeks. T h r e e weeks later, a prototype built by the R N A S passed its flight trial, entering service as Submarine Scout 1 ( S S . l ) . T h e Airships Ltd prototype, designated SS.2, proved unsatisfactory and did n o t go into production. 1
L o o k i n g t o w h a t they h a d a v a i l a b l e , the R N A S t e a m t o o k the spare envelope o f H M A N o . 2 and rigged it using Eta patches to the fuselage of a B E 2 c aircraft, having first r e m o v e d the wings and tail unit. Although the lift p r o d u c e d w a s t o o low, the principle proved sound and p r o d u c t i o n went ahead with an envelope o f greater capacity. T h e new rubberized fabric envelope received coatings of aluminium dope and varnish, giving a metallic l o o k c o m m o n to all subsequent British airships. It had a capacity o f 60,OOOcu.ft, with an overall length o f 1 4 3 f t 5in. and a d i a m e t e r o f 2 7 f t 9 i n . Inside w e r e t w o b a l l o n e t s , each with a capacity of 6 , 3 7 5 c u . f t . T h e r e were four stabilizing planes fitted to the envelope, two fixed horizontally with elevators and t w o fitted radially below with rudders. Later m o d e l s replaced the t w o l o w e r planes with a single plane fitted centrally. T h e 2 4 f t long B E 2 c fuselage was fitted with a 7 5 h p R e n a u l t engine driving a four-bladed propeller, w h i c h produced a speed o f 5 0 m p h . T h e pilot occupied the r e a r c o c k p i t and the observer/W/T o p e r a t o r the f r o n t . T h e aircraft's
1 In some sources the term Sea Scout is used. However, in the official handbook published by the Admiralty in 1917 the name Submarine Scout is given.
18
The Maurice Farman based SS type. Crews tended to prefer flying this version as they sat out of the propeller slipstream. In contrast to the other two SS types, the pilot occupied the front cockpit, with the observer/W/T operator behind, and, although dual controls were fitted, these were often removed to save weight. This shows an early version of the MF type with four stabilizing planes, later, most utilised three planes.
foot-operated rudder bar remained but a n e w vertical wheel was fitted in the cockpit to operate the elevators. A r m a m e n t consisted o f eight 161b and t w o 65lb bombs. In July 1 9 1 5 an SS type airship produced by A r m s t r o n g W h i t w o r t h w a s c o m m i s s i o n e d as S S . 2 7 , using an A r m s t r o n g W h i t w o r t h F K . 3 a i r c r a f t fuselage instead o f the B E 2 c . W i t h a greater capacity envelope ( 7 0 , 0 0 0 c u . f t ) , the other main differences were a lOOhp Green engine and petrol tanks that were slung f r o m the envelope in f a b r i c slings a n d suspended b e t w e e n the envelope and the car. This proved a m o r e reliable m e t h o d o f delivering petrol to the engine than the integral tanks in the B E 2 c but increased drag, reducing top speed to 4 5 m p h . This type appears to have used three stabilizing planes. Although their original design failed to get approval, Airships Ltd were c o n t r a c t e d as one o f the m a n u f a c t u r e r s o f the n e w SS type airships and used M a u r i c e F a r m a n a i r c r a f t fuselages. T h e s e differed f r o m the B E 2 c and A r m s t r o n g W h i t w o r t h in that they were a ' p u s h e r ' type, with the propeller positioned at the rear o f the fuselage. Envelopes o f either 6 0 , 0 0 0 or 7 0 , 0 0 0 c u . f t were fitted, usually with three stabilizing planes. T h e engine, an 8 2 h p Renault, drove a four-bladed propeller. Petrol was c o n t a i n e d in a single 64gal tank positioned in front of the engine. Crews tended to prefer flying this type as they sat out o f the propeller slipstream and w e r e generally a little m o r e c o m f o r t a b l e , although top speed reached only 4 0 m p h . T h e pilot occupied the front c o c k p i t with the observer/W/T o p e r a t o r behind. O f the 4 9 SS type airships built during the war, 1 4 were sold overseas t o the Italian and French governments. C o a s t a l (C) C l a s s Having rushed the SS class airships into service, the R N A S then turned its attention to developing an airship with increased e n d u r a n c e f o r e x t e n d e d patrols. T h e prototype was created using the envelope f r o m H M A N o . 1 0 , one of the Astra-Torres airships, employing its existing internal rigging to attach the large 1 7 0 , 0 0 0 c u . f t trilobe envelope t o a c a r created f r o m the fuselages o f t w o Avro 5 1 0 seaplanes. T h e s e were cut in half behind the cockpits and the t w o ' f r o n t ' halves joined together, forming an extended fourseater car, 3 3 f t 9in. long. Power was supplied by t w o 1 5 0 h p Sunbeam engines, one positioned at each end, the f o r w a r d engine w o r k i n g as a c o n v e n t i o n a l 'tractor' and the rear one as a 'pusher'. Some later models replaced the rear engine with a 2 2 0 h p Renault and the f o r w a r d engine with a lOOhp Berliet or Green. T h e first t w o Coastal airships entered naval service in J a n u a r y 1 9 1 6 .
Although the RNAS had great hopes for the Coastal Class, until their crews gained operating experience they proved unstable in flight and slow to respond to the rudders and elevators. However, they did see more than their fair share of action and clocked up many hours of service.
T h e envelope w a s 1 9 5 f t 6 i n . in length, w i t h a diameter o f 3 7 f t . T h e r e were f o u r internal b a l l o n e t s , t w o in e a c h o f the l o w e r envelope l o b e s , each with a capacity o f 2 , 7 5 0 c u . f t . At a t o p speed o f 5 2 m p h the Coastal Class airships had an endurance o f 1 1 h o u r s , doubling t o 2 2 hours when patrolling at half speed. T h e c o x s w a i n , w h o o p e r a t e d the rudder, occupied the f o r w a r d c o c k p i t , while the c a p t a i n , w h o sat b e h i n d h i m , c o n t r o l l e d the t w i n e l e v a t o r s . T h e W/T o p e r a t o r o c c u p i e d the third seat while the engineer sat in the fourth. Between the c a p t a i n a n d the W/T o p e r a t o r w a s a r e m o v a b l e w a t e r ballast bag that c o u l d create space for an o b s e r v e r o r passenger if required. T w o petrol t a n k s , e a c h c a r r y i n g l l O g a l , w e r e p o s i t i o n e d in the c a r by the engines, but with the R e n a u l t engine fitted, the rear t a n k w a s m o v e d t o a position m o u n t e d on struts a b o v e the engineer. Later, C Class airships carried their fuel t a n k s in slings a t t a c h e d t o the envelope. A r m a m e n t consisted o f either four 1121b or t w o 2 3 0 1 b b o m b s o r depth c h a r g e s , in a d d i t i o n t o t w o Lewis g u n s , one fixed o n the c a r and the o t h e r a t t a c h e d t o a w o o d e n f r a m e laced to the top o f the e n v e l o p e , a c c e s s e d via a t u b e r u n n i n g up t h r o u g h the e n v e l o p e . O f the 3 2 C C l a s s a i r s h i p s , the last c o m p l e t e d in D e c e m b e r 1 9 1 6 , five served overseas, four p u r c h a s e d by R u s s i a and o n e by F r a n c e .
THE QUEST FOR GREATER ENDURANCE The need for airships with a greater endurance, speed and climb than the rapidly produced SS type led to the development of a new non-rigid design. Again, existing equipment was utilised to create this new type, an Astra-Torres trilobe envelope of 170,000cu.ft being attached to a car created from the fuselages of two Avro 510 seaplanes. This resulted in the Coastal Class (1), a most useful airship, although the arrangements for the crew were cramped and uncomfortable. Over 30 Coastals were built in 1916 but production then ended. Instead the RNAS began work on a new, improved airship, the North Sea Class (2). The specification was for a further increase in endurance and reliability, greater lift and more comfort for the crew engaged in extended patrols. The envelope, again of trilobe design, was, at 360,000cu.ft, double the capacity of the Coastal, and the enclosed car allowed for the accommodation of two crews. However, the NS Class encountered a number of problems after the first five entered service in 1917, leading to a halt in production; it was May 1918 before it resumed. In the meantime an interim type filled the gap: the Coastal Star Class (3). The C* had a larger, more streamlined trilobe envelope than the Coastal and improvements made to the car made life a little more comfortable for the crew. The first of ten C* airships entered service in February 1918 and all remained in service until October 1919. Throughout this period work, commenced in 1914, continued on a rigid airship, HMA No.9r (4), but it was only in April 1917 that it finally entered service. Although it had a gas capacity of 846,000cu.ft, its disposable lift and endurance only matched that of the much smaller North Sea Class non-rigid. No.9r had the honour of being the first flying British rigid but it was slow and unwieldy, being employed for the rest of the war as a training and experimental ship. 20
The C* Class was introduced as a stopgap design owing to delays in the production of the North Sea type. Although 20 were ordered, only ten were produced following the introduction of the SS Twin in 1918. The C* had an increased performance over the Coastal in all categories except rate of climb.
C o a s t a l S t a r (C*) C l a s s W o r k in 1 9 1 7 to produce a new airship, the N o r t h Sea Class, with enhanced endurance encountered numerous problems and led to a halt in production after the first five entered service. In the meantime the R N A S developed an interim design at short notice. K n o w n as the Coastal Star Class, a development o f the C Class, the first appeared in early 1 9 1 8 . A new envelope, which followed the trilobe form, increased in length to 2 0 7 f t in the first three models, was extended further to 2 1 7 f t in later models, w i t h a width o f 4 9 f t 3 i n . B o t h types had a c a p a c i t y o f 2 1 0 , 0 0 0 c u . f t . T h e introduction o f six b a l l o n e t s , three in each o f the lower lobes, a large one positioned centrally and t w o smaller ones, one f o r w a r d and one aft, led to i m p r o v e m e n t s in c o n t r o l a n d stability. By fitting the engines, initially a 2 2 0 h p R e n a u l t at the rear and H O h p Berliet f o r w a r d , on extended mounts, the improved car offered m o r e r o o m for the crew. Later models used a 2 4 0 h p Fiat rear engine. T h e canvas covering o f the car was replaced with plywood, and four T r i p l e x glass p o r t h o l e s were fitted on either side in addition to a glass floor panel, all intended to improve observation. T h e C * airships carried t w o Lewis g u n s , b o t h fixed t o the car. O t h e r a r m a m e n t consisted of t w o 2 3 0 1 b and t w o 1001b b o m b s a t t a c h e d to frames on the car. N o r t h S e a (NS) Class A l t h o u g h the d e v e l o p m e n t o f rigid airships h a d stalled, by 1 9 1 5 it was underway again, but progress w a s slow. In the meantime w o r k c o m m e n c e d on a class of non-rigids to tackle the p r o b l e m of greatly extended patrols over the N o r t h Sea. T h i s resulted in the N o r t h Sea Class. T h e first o f this type, N S . l , appeared in February 1 9 1 7 and was the largest of the non-rigid airships B r i t a i n p r o d u c e d . T h e envelope again f o l l o w e d the trilobe f o r m but was 2 6 0 f t long with a diameter o f 5 7 f t . T h i s gave a c a p a c i t y o f 3 6 0 , 0 0 0 c u . f t , double that o f the C Class, a n d , as with the C * Class, six internal ballonets w e r e fitted. T h e r e were f o u r stabilizing p l a n e s , with elevators on the t w o horizontals and a rudder on the lower o f the t w o vertical planes. Following the initial system o f a t t a c h i n g the a l u m i n i u m petrol t a n k s to the joints between the upper and lower lobes on the external surface o f the envelope, a later d e v e l o p m e n t s a w t h e m r e l o c a t e d within the envelope. T h e fully enclosed car, constructed o f light steel tubes covered with duralumin sheeting, c o n t a i n e d a c o n t r o l r o o m , n a v i g a t i o n c a b i n and W/T c a b i n and had the 22
luxury of sleeping quarters for the c r e w of ten, divided into t w o five-man watches. To the rear of this main car, and connected to it by a canvas-covered w o o d e n walkway, was the engineer's car. T h e original 2 5 0 h p R o l l s - R o y c e engines struggled with a complicated drive-shaft a r r a n g e m e n t , but a change to t w o 2 4 0 h p Fiat engines with direct drive to the propellers i m p r o v e d performance. In total 1 4 N S Class airships were c o m p l e t e d , the last o f these not entering service until M a r c h 1 9 1 9 . At a t o p speed o f 5 7 m p h , the N S airships could remain in the air for 2 4 hours, but at lesser speeds patrols in excess of 4 8 hours were regularly undertaken. Submarine Scout Pusher (SSP) After the rushed i n t r o d u c t i o n o f the first SS airships, the R N A S began to look for ways to improve their design and p e r f o r m a n c e . T h i s resulted in the introduction o f the SS Pusher Class in early 1 9 1 7 . Following the success o f the Maurice Farman type, the newly designed car followed the same principle, with a rear-mounted 7 5 h p R o l l s - R o y c e H a w k engine giving a top speed o f 5 2 m p h . Later, lOOhp Green engines were fitted as the new H a w k engine had not yet achieved the reliability it later enjoyed. T h e car itself, a b o u t 2 5 f t in length, was rectangular with a slightly r o u n d e d nose and a single landing skid. T h e SSP utilized the 7 0 , 0 0 0 c u . f t c a p a c i t y envelope used on the later SS models, with t w o aluminium petrol tanks slung f r o m the sides. O n l y six SSP airships were built, entering service between J a n u a r y and J u n e 1 9 1 7 .
Introduced in 1917 but not fully integrated until 1918, the North Sea airships generally carried three Lewis guns, two firing through windows in the control car and one fitted to a gun position on the top of the envelope. Four or six 230lb bombs were also carried. Although numbered NS.16, only 14 NS types were completed. NS.13 was renumbered as NS.14 and NS.15 was not delivered due to the Armistice.
Submarine Scout Zero (SSZ) W h i l e R N A S K i n g s n o r t h w a s developing the SSP as a successor t o the SS Class, another team, at R N A S Capel, was involved in a similar project. Their design proved so successful that it led to the cancellation o f the SSP Class. Like the SSP, the Z e r o also used the 7 0 , 0 0 0 c u . f t envelope but the car was a completely new design, featuring m a n y aspects o f b o a t design, but still rigged to the envelope with Eta patches. By fitting an aluminium front c o w l to the w o o d e n frame o f the car and covering the rest o f the f r a m e w o r k with plywood and a t o p layer o f doped f a b r i c , the w h o l e c a r w a s rendered watertight. And with the b o t t o m o f the c a r designed like a ship's keel, 23
With the completion of the prototype's trials, the first mass-produced SS Zeros began to appear in June 1917. A total of 77 of these highly versatile airships was built, some not completed until after the war, making it the most numerous British airship ever produced.
protected with copper sheeting, it enabled the Z e r o s to land on water and take off again. T h e three-man c r e w were positioned with the W/T operator ( w h o also m a n n e d a Lewis gun) in the f o r w a r d c o c k p i t , the pilot in the centre and the engineer at the rear n e x t t o the engine. T h e engine, a 7 5 h p R o l l s - R o y c e H a w k , m o u n t e d on bearings above the surface o f the car, drove a four-bladed pusher propeller. H a v i n g o v e r c o m e initial p r o b l e m s , the H a w k was n o w a m o s t efficient and reliable engine, the first British engine specifically designed for airships. W i t h a top speed of 5 3 m p h , the S S Z Class also s h o w e d d r a m a t i c i m p r o v e m e n t s in rate o f c l i m b and endurance over the SS Class. Fuel was held in t w o aluminium tanks suspended in the same m a n n e r as on the SSP C l a s s . Besides the Lewis gun, Z e r o s also carried a n u m b e r o f b o m b s , initially t w o 651b b o m b s , but later four 651b or t w o 1121b b o m b s , one m o u n t e d on each side o f the car, or one of 2 3 0 1 b were carried. S u b m a r i n e Scout Twin (SST) Despite the successful introduction o f the Z e r o , concerns remained over the vulnerability o f single-engine airships to b r e a k d o w n . T h e r e f o r e experiments w e r e carried out t o develop a t w i n - e n g i n e m o d e l t h a t could c o n t i n u e to f u n c t i o n on one engine. O f three m o d e l s , it w a s S u b m a r i n e Scout E x p e r i m e n t a l (SSE) 2 , developed at R N A S M u l l i o n and also k n o w n as the ' M u l l i o n T w i n ' , that proved the m o r e practical and b e c a m e the prototype for the SS Twin Class. T h e first o f this last SS Class, S S T . l , entered service in J u n e 1 9 1 8 . It had a n e w envelope o f 100,OOOcu.ft, with four ballonets and t w o air scoops, one w o r k i n g with each engine. O v e r a l l length o f the new envelope was 1 6 5 f t , with a diameter o f 3 5 f t 6in., and it was fitted with three stabilizing planes an extended lower vertical one bearing the rudder, and t w o horizontal planes w i t h e l e v a t o r s . W i t h either 7 5 h p R o l l s - R o y c e H a w k or lOOhp S u n b e a m engines fitted, the S S T Class delivered a top speed o f 5 7 m p h . T h e n o w usual a r r a n g e m e n t o f t w o external fuel t a n k s slung on the envelope continued. T h e open, tapered, angular car had space for a crew o f four or five. Although 1 1 5 SSTs were planned, the end o f the w a r brought production to a halt with only 1 3 completed, numbered 1 to 1 4 (there was n o 13 for reasons of superstition). 24
SEMI-RIGID (SR) AIRSHIPS SR.1 T h e semi-rigid type o f airship w a s never p o p u l a r in Britain and the N a v y purchased only one. This was an Italian-built M Class, which had a ceiling of 1 5 , 0 0 0 f t and could carry up to half a ton b o m b load - far m o r e than any o f the British non-rigids. A British crew arrived in Italy in J u l y 1 9 1 8 to carry out trials before flying it to Britain. Designated S R . l , it had an envelope with a capacity of 4 4 1 , 0 0 0 c u . f t attached directly to a triangular-section tubular steel keel running the full length o f the vessel. Overall length was 2 7 0 f t , with a diameter of 5 5 f t . T h o u g h it was normally fitted with t w o 2 2 0 h p Italia engines, for the long flight to England an extra 2 0 0 h p SPA-6a engine was fitted above the enclosed car. After a fraught three-day journey f r o m R o m e , S R . l b e c a m e the first aircraft o f any type to complete this journey. It arrived at its assigned station, R N A S Pulham, on 6 November. Five days later the w a r ended. S R . l was officially deleted from the airship fleet in September 1 9 1 9 .
The SSE.2 (or 'Mullion Twin'), one of three Submarine Scout Experimental airships. This model proved successful and became the prototype for the SST Class. Clearly shown in this photograph are the 'Eta patches' by which the car was attached to the envelope.
Having arrived in Britain in the final days of World War I, SR.l the Navy's only semi-rigid airship - saw its sole military service on 20 November 1918, forming part of the escort for the German U-boat fleet as it sailed in to surrender at Harwich.
RIGID AIRSHIPS H M A No.9 T h e disastrous accident to H M A N o . l , Mayfly, in September 1 9 1 1 brought rigid airship development in Britain to an abrupt end. However, the apparent success o f G e r m a n rigids c a u s e d a rethink and the g o v e r n m e n t gave the Admiralty approval to r e c o m m e n c e a rigid airship p r o g r a m m e in July 1 9 1 5 . Production had halted in early 1 9 1 5 on H M A N o . 9 r , originally ordered in 1 9 1 3 , but n o w r e s u m e d , a l t h o u g h n u m e r o u s delays c o n t i n u e d to dog it t h r o u g h o u t its c o n s t r u c t i o n . O n l y in N o v e m b e r 1 9 1 6 did it undertake its first test flight, and not until April 1 9 1 7 was it accepted into service - already hopelessly outdated by rapid G e r m a n airship advancement.
After initial trials HMA No.9r proved too heavy. To reduce weight, the two rear engines were removed and replaced with a single 250hp Maybach engine salvaged from the wreck of Zeppelin L.33. Other modifications involved reducing the gas-bag linings from three to two layers of goldbeater's skin. (Imperial War Museum Q.48008)
H M A N o . 9 r r e a c h e d a length o f 5 2 6 f t with a diameter o f 5 3 f t , its f r a m e w o r k constructed o f triangular-section duralumin girders. At the base o f the frame a V-shaped keel ran the length o f the ship, adding to the overall strength o f the vessel. T h e centre o f the keel opened out in a trapezium form w h e r e the W/T c a b i n a n d c r e w a c c o m m o d a t i o n were l o c a t e d . Access to the keel f r o m the t w o g o n d o l a s suspended b e l o w was by open ladder. E a c h enclosed gondola c o n t a i n e d a c o n t r o l cabin and engine c o m p a r t m e n t , separated by a b u l k h e a d . T h e engine c o m p a r t m e n t s each housed t w o 1 8 0 h p W o l s e l e y - M a y b a c h engines m o u n t e d on outriggers driving swivelling propellers. T h e seventeen g a s - b a g s , m a d e f r o m rubberized c o t t o n and lined with three layers o f goldbeater's skin, held 8 4 6 , 0 0 0 c u . f t o f hydrogen. T w o vertical and t w o h o r i z o n t a l stabilizing planes were fitted to the main f r a m e w o r k , with the h o r i z o n t a l s bearing triplane rudders and biplane elevators. Initially t o o heavy, it eventually gave a disposable lift of 3 . 8 tons, slightly in excess o f that required in its original specification. L a t e r trials c o n f i r m e d t h a t at full speed o f 4 5 m p h N o . 9 r gave an endurance o f 1 8 hours, while at a cruising speed o f 3 2 mph this extended to 5 0 h o u r s . Armed with t w o Lewis guns, one attached to a car and the other on the top gun p l a t f o r m , and just three 1001b b o m b s , it performed at least o n e p a t r o l over the N o r t h Sea a n d m u c h e x p e r i m e n t a l w o r k , particularly relating to m o o r i n g systems. But its main value lay as a training ship for the crews that w o u l d fly in later rigid models. It was scrapped in J u n e 1 9 1 8 . 23 Class W h e n , in J u l y 1 9 1 5 , w o r k r e c o m m e n c e d on H M A N o . 9 r , approval was also given f o r the d e v e l o p m e n t o f an i m p r o v e d rigid airship k n o w n as the 2 3 Class. It was required to deliver a m a x i m u m speed of 5 5 m p h and disposable lift o f 8 t o n s . T h e Admiralty approved V i c k e r s ' plans in O c t o b e r 1 9 1 5 and
they immediately began w o r k on the first o f the class, N o . 2 3 r . Plans were also distributed to B e a r d m o r e for N o . 2 4 r and A r m s t r o n g W h i t w o r t h , w h o c o m m e n c e d w o r k on N o . 2 5 r ; it was expected that a t o t a l o f ten 2 3 Class airships would be built. Although the 2 3 Class was largely based on N o . 9 r , the m a j o r difference was the insertion o f an additional transverse girder section to allow for an extra gas-bag. T h i s added 9ft to the length while increasing gas capacity to 942,OOOcu.ft. T h e c o m p l e x system o f elevators and rudders used on N o . 9 r gave w a y to the simpler expedient o f a t t a c h i n g rudders a n d elevators directly to the t w o vertical and t w o horizontal stabilizing planes. T h e keel arrangement retained the c e n t r a l c a b i n but added a third g o n d o l a . T h e forward gondola contained a c o n t r o l c a b i n and engine r o o m with a single 2 5 0 h p R o l l s - R o y c e Eagle p o w e r i n g a pair o f swivelling l O f t - d i a m e t e r propellers. A rear gondola was set up in exactly the same manner, with the control cabin reserved for emergency use, while the smaller midships gondola contained t w o R o l l s - R o y c e Eagles, each driving a single fixed propeller.
No.23r was the first British rigid to come under the public gaze when it flew over London in December 1917. The Times reported: There was something of majesty and beauty in its steady movement... [It] seemed to glide through the air with the smooth motion of a vast liner in an untroubled sea.' (Imperial War Museum Q.27575)
In trials N o s . 2 3 r , 2 4 r and 2 5 r all failed to deliver the required disposable lift. A fourth ship, R . 2 6 (the Admiralty changed its n u m b e r i n g system for rigid airships in D e c e m b e r 1 9 1 7 , the prefix R replacing the f o r m e r suffix r ) , was then in p r o d u c t i o n at V i c k e r s a n d , in light o f these p r o b l e m s , modifications were introduced and then applied to the first three as well. T h e main weight reduction was achieved by replacing the rear g o n d o l a with a smaller version with the engine driving only a single propeller. Despite all the changes, the 2 3 Class airships produced only 6 . 5 tons o f disposable lift. 27
On 29 September 1918 R.29 took part, in conjunction with the destroyers HMS Ouse and HMS Star, in an attack that led to the destruction of German submarine UB-115 in the North Sea - the only success attributed to a rigid airship during the war. (Imperial War Museum Q.48021)
As t o p e r f o r m a n c e , at a m a x i m u m speed o f 5 4 m p h the 2 3 Class could remain o p e r a t i o n a l f o r 1 8 h o u r s , w h i l e at the cruising speed o f 3 8 m p h e n d u r a n c e extended to 5 0 hours. T h e first three entered service in O c t o b e r 1 9 1 7 , joined by R . 2 6 in April 1918,
b u t further p l a n n e d m o d e l s w e r e c a n c e l l e d . M a i n l y used for training
a n d e x p e r i m e n t a l p u r p o s e s , the 2 3 Class u n d e r t o o k only limited patrol w o r k a n d all f o u r w e r e scrapped in 1 9 1 9 . 23X Class In S e p t e m b e r 1 9 1 6 Z e p p e l i n L . 3 3 c a m e d o w n in E s s e x with its f r a m e w o r k v i r t u a l l y i n t a c t . T h u s g a i n i n g a c c e s s t o the latest Z e p p e l i n designs, the authorities realised t h a t the 2 3 Class w a s o u t d a t e d , so the last six o f that class w e r e c a n c e l l e d and replaced w i t h an o r d e r for four n e w airships o f the 2 3 X C l a s s - n u m b e r e d R . 2 7 t o R . 3 0 - t o i n c o r p o r a t e s o m e o f these n e w ideas. Gas
capacity
increased
to
990,000cu.ft
by
minor
changes
to
the
f r a m e w o r k t h a t added 4 f t t o the length. F o l l o w i n g tests, the m o s t significant c h a n g e w a s the r e m o v a l o f the e x t e r n a l k e e l , w h i c h m a d e great savings in w e i g h t a n d an i m p r o v e m e n t in m a n o e u v r a b i l i t y . T h e engine a r r a n g e m e n t f o l l o w e d t h a t used in the 2 3 C l a s s design b u t i n c o r p o r a t e d a m o r e recent
THE DEVELOPMENT OF THE RIGIDS Although Britain had been slow to enter the field of rigid airship design, the perceived success of German rigids ensured that development gained momentum in 1915. Building on the lessons learnt during the construction of No.9r, work was authorised on a new type, the 23 Class (1), in October of that year. Essentially a lengthened version of 9r, the 23 Class, with a capacity of 942,000cu.ft, offered almost 100,000cu.ft more than 9r. But delays meant that it was not until two years later, in October 1917, that the first three ships of this four-ship class entered service. None of the four attained a level of performance significantly in excess of that of 9r and all were employed mainly in a training and experimental role. Initially all British rigid airship construction had followed designs put forward by Vickers, but the 31 Class (R.31 and R.32) (2), designed by Short Brothers, differed from its predecessors by using a wooden framework. With a capacity of 1,500,000cu.ft, good speed and a high disposable lift, the 31 Class showed great promise although there were concerns regarding the strength of its wooden girders. But R.31, the first of the class, did not enter service until five days before the end of the war, so the potential was never fully tested. The final British rigid airship, the massive R.I 01 (3), was one of two built to operate a cross-Empire airship service. Its total capacity was 5,500,000cu.ft, and a hundred airships the size of Britain's first, Nulli Secundus, could have been fitted inside the envelope of R.101. Built by the government's Air Ministry, the R.I 01 incorporated many new and innovative features but, owing to a strict timetable, testing was restricted before it departed on its ill-fated first flight to British India in October 1930. Its loss spelt the end of airship development in Britain. 28
R o l l s - R o y c e Eagle model, each engine producing 3 0 0 h p . T h e first t w o ships, R . 2 7 (built by B e a r d m o r e ) a n d R . 2 9 ( A r m s t r o n g W h i t w o r t h ) , received commissions in J u n e 1 9 1 8 , having impressed with a disposable lift of 8.5 tons during trials. However, further investigation o f the wreckage of L . 3 3 led to the cancellation o f R . 2 8 and R . 3 0 as plans developed to build a new class based on this latest i n f o r m a t i o n . Fire destroyed R . 2 7 as it lay in its shed at H o w d e n in August 1 9 1 8 after just t w o m o n t h s ' service. However, R . 2 9 had far m o r e success and t o o k part in three separate U - b o a t a t t a c k s in the N o r t h Sea. Having flown over 1 1 , 0 0 0 miles in service, R . 2 9 was finally deleted f r o m the service in O c t o b e r 1 9 1 9 . R.31 C l a s s
R.31 had a short active life. Framework stress problems discovered on its delivery flight forced it to land at Howden, where it was housed in a shed damaged by fire three months earlier. There, rain leaking through the roof repairs caused critical damage to the wooden framework. (Imperial War Museum Q. 48023)
Until the decision by the Admiralty to give the go-ahead for the design of the R . 3 1 Class, all British rigid airships had c o m e from the designs of Vickers. N o w , Short Brothers built the first o f this class, R . 3 1 , at their new facility at C a r d i n g t o n , Bedfordshire, the design being based on those o f the G e r m a n firm Schutte-Lanz, which specialised in w o o d e n - f r a m e d airships. Overall R . 3 1 extended to a length o f 6 1 5 f t with a diameter o f 6 5 f t 6in. Its envelope held 2 1 gas-bags with a total capacity of l , 5 0 0 , 0 0 0 c u . f t , a 5 0 per cent increase over the 2 3 X C l a s s , achieving 1 6 . 5 tons disposable lift. T h e f r a m e w o r k , c o n s t r u c t e d o f w o o d e n three-ply triangular-section girders, with its tapering tail section gave a m o r e streamlined shape overall than previous designs. T h e c o n t r o l car demonstrated an innovative design in that it extended forward from the lower girders, giving direct access to the internal walkway, this being possible as all six 3 0 0 h p R o l l s - R o y c e Eagle engines were c o n t a i n e d in separate streamlined cars arranged in pairs along the ship. At its first trial in the s u m m e r o f 1 9 1 8 R . 3 1 surprised everyone with a t o p speed o f 7 0 m p h . W i t h this in m i n d , and the high fuel c o n s u m p t i o n recorded, the removal o f one o f the rear engines resulted in a speed reduction o f only 5 m p h but at the same time increased disposable lift to 19 tons. N o t c o m m i s s i o n e d into service until 6 N o v e m b e r 1 9 1 8 , just five days before the end o f the war, R . 3 1 e x p e r i e n c e d stress p r o b l e m s in s o m e o f its w o o d e n girders on the w a y to its station at East F o r t u n e , Scotland. Forced to land at H o w d e n in Yorkshire, it suffered further damage while housed there, putting it beyond repair. T h i s then led in turn to dismantling w o r k c o m m e n c i n g in February 1 9 1 9 .
M u c h delayed by the c h a n g i n g c i r c u m s t a n c e s at the end o f the war, R . 3 2 , the second and last o f the R . 3 1 Class, finally received its c o m m i s s i o n in September 1 9 1 9 . W h e n the R o y a l Air F o r c e t o o k over responsibility for airships f r o m the N a v y the f o l l o w i n g m o n t h , it h a n d e d R . 3 2 over t o the N a t i o n a l Physical L a b o r a t o r y ( N P L ) for e x p e r i m e n t a l w o r k , b e f o r e , in M a r c h 1 9 2 0 , it headed to H o w d e n for use as a training ship. By April 1 9 2 1 , no longer required, R . 3 2 was dismantled, and its f r a m e w o r k was tested to destruction by the N P L .
As part of its commercial programme R.33 took part in a series of mooring mast tests in extreme conditions. These tests proved the viability of the mast and removed the need for large expensive sheds at each landing field.
R.33 C l a s s T h e steady f l o w o f i n f o r m a t i o n gleaned f r o m the w r e c k a g e o f Z e p p e l i n L . 3 3 curtailed the 2 3 X Class and led to the R . 3 3 C l a s s , t w o airships that were close copies of the G e r m a n vessel. However, it t o o k m a n y m o n t h s for the technicians and designers to unravel and then reconstruct L . 3 3 ' s secrets, with neither airship ready to take to the sky until M a r c h 1 9 1 9 . A r m s t r o n g W h i t w o r t h built R . 3 3 while B e a r d m o r e c o n s t r u c t e d R . 3 4 . T h e y were identical in design and s a w a return t o metal c o n s t r u c t i o n . E a c h ship reached a length o f 6 4 3 f t with a diameter o f 7 6 f t . T h e envelope contained 19 gas-bags, giving a c a p a c i t y o f l , 9 5 0 , 0 0 0 c u . f t a n d disposable lift o f 2 6 tons. Each had five 2 4 0 h p S u n b e a m M a o r i 4 engines, giving a m a x i m u m speed o f 6 2 m p h . O n e engine w a s c o n t a i n e d in a separate c o m p a r t m e n t directly behind the c o n t r o l car, t w o were in cars positioned midships - one either side o f the centre a x i s , and an aft engine car c o n t a i n e d t w o engines geared to a single propeller. O n c e accepted into service, R . 3 3 moved to Pulham, where it was detailed for scouting duty over the N o r t h Sea. In fact, R . 3 3 u n d e r t o o k a n u m b e r o f long-range flights over the United K i n g d o m , as well as p r o m o t i o n a l flights in Britain and E u r o p e . In 1 9 2 0 responsibility f o r airships passed t o the Air C o u n c i l , w h i c h began a p r o g r a m m e o f testing a i m e d at c o m m e r c i a l development. T h u s R . 3 3 received the civilian registration G - F A A B . In 1 9 2 1 , in the w a k e o f the s h o c k i n g R . 3 8 disaster, the g o v e r n m e n t ordered a halt to all further airship d e v e l o p m e n t and R . 3 3 avoided the scrapheap only because o f its civilian status. It r e m a i n e d in its shed at Cardington until the launch of a new airship research policy in 1 9 2 4 . Refitted and r e c o n d i t i o n e d , R . 3 3 provided i m p o r t a n t research data f o r the n e w massive rigid airships, the R . 1 0 0 and R . 1 0 1 . It continued t o give valuable service until N o v e m b e r 1 9 2 6 , when, with its f r a m e w o r k beginning to s h o w signs of fatigue, it was laid up before dismantling w o r k c o m m e n c e d in 1 9 2 8 . Its sister ship, the R . 3 4 , entered service in M a y 1 9 1 9 . F o r details o f its record-breaking career see c o l o u r plate D , page 3 2 . 31
14
13 I i
R.34: THE FIRST TRANSATLANTIC ROUND TRIP The R.34, the sister ship to R.33, entered service in May 1919 after encountering a number of problems during its flight trials. Following an endurance flight of 54 hours in June 1919, authorisation was given to commence final preparations for a flight to America. In the early hours of 2 July 1919, R.34 left East Fortune, Scotland, and headed west, destination New York. Encountering strong headwinds, the crew began to fear that their fuel would not hold out for the journey but they carefully nursed the engines and R.34 safely arrived on Long Island after a flight of 108 hours. It was the first east-west aerial crossing of the Atlantic, achieved just three weeks after Alcock and Brown's aeroplane crossing on the west-east route. Three days later R.34 headed homewards, covering the return distance aided by strong tail winds in 75 hours, and, redirected to Pulham, completed the first aerial round trip from Britain to America and back. After a six-month refit R.34 moved between East Fortune, Pulham and Howden, from where it set off on a training flight on 21 January 1921. Caught in bad weather, R.34 struck a hill on the North Yorkshire Moors and damaged two propellers. It limped home to Howden on half power but strong winds prevented it entering its shed. Having abandoned ship, the crew moored it in the open but further strong gusts of wind during the night battered it to the ground. In the morning R.34 lay damaged beyond repair. Within a few days the buckled framework of this great aerial pioneer was hacked into pieces and sold for scrap.
TECHNICAL DATA Type R.34 Overall Length 643ft Max. Diameter 79ft Overall Height 92ft Engines 5 x 250hp Sunbeam Maori 4 Est. Max. Speed 62mph Cruising Speed 45mph Max Speed Achieved 55mph Gas Capacity 1,950,000cu.ft Gross Lift 59 tons Disposable Lift 26 tons
8
KEY 1 Strips of linen fabric laced to frame girders to form envelope. 2 Narrow linen fabric strips glued to seal envelope strips. 3 Cord mesh to prevent gasbags chafing against girders. 4 Gasbags (19 in total). 5 Main circumferential frame girder. 6 Auxiliary circumferential frame girder. 7 Envelope aluminium doped to reflect sunlight and reduce gas expansion. 8 Tail fin with rudder. 9 Tail plane with elevator. 10 Tail fin with rudder. 11 Rear power car containing two engines driving single propeller. 12 Wing power cars, each containing one engine. 13 Keel; running length of airship containing narrow walkway, living space and storage. 14 Control car or gondola. Front section contains control room and wireless cabin, rear section contains a single engine. 15 Access tube to observation platform/gun platform. 16 Auxiliary circumferential frame girder. 17 Main circumferential frame girder. 18 Nose crest: Arms of Scotland.
On 2 July 1919 R.34 left East Fortune heading for Long Island, New York, completing the crossing of the Atlantic in 108 hours. Three days later R.34 headed homewards, covering the return journey, aided by strong tail winds, in 75 hours, to complete the first aerial round trip across the Atlantic.
•R.34
R.36 W i t h w o r k underway on R . 3 3 and R . 3 4 , the government approved a budget for three m o r e airships ( R . 3 5 , R . 3 6 and R . 3 7 ) in J a n u a r y 1 9 1 7 , but only R . 3 6 survived later cuts. Six m o n t h s after approval o f the project, an investigation o f Zeppelin L . 4 8 , brought d o w n over Suffolk, discovered it to be of the very latest design, and development o f the new airships ceased while a detailed analysis o f the w r e c k a g e t o o k p l a c e . As a result, R . 3 6 w a s lengthened to a c c o m m o d a t e an additional gas cell to give it a targeted ceiling o f 1 7 , 0 0 0 f t . With the decision to complete R.36 as a civil aircraft, extensive modifications were required which included fitting a passenger car containing 25 double berths, a galley, lavatories and a storage area for provisions and luggage. (Imperial War Museum Q.48030)
During the lengthy development process, R . 3 6 also incorporated design k n o w l e d g e gleaned f r o m Z e p p e l i n L . 4 9 , w h i c h c a m e d o w n in F r a n c e in O c t o b e r 1 9 1 7 , as well as technical i n f o r m a t i o n obtained from the Zeppelin w o r k s after the war. W h e n R . 3 6 finally t o o k to the air in April 1 9 2 1 it reached a length o f 6 7 5 f t with a diameter just under 7 9 f t . T h e envelope held 2 , 1 0 1 , 0 0 0 c u . f t o f hydrogen and delivered a disposable lift of 1 6 tons. Five engines supplied the p o w e r : three 3 5 0 h p S u n b e a m C o s s a c k s and t w o 2 6 0 h p M a y b a c h engines recycled f r o m Zeppelin L . 7 1 , handed over to Britain as part o f w a r reparations. Although conceived as a military airship, by the time it
The R.38, built at the Royal Airship Works, Cardington, for the United States Navy, had a length of 699ft and a diameter of 86ft. The gas capacity reached 2,724,000cu.ft. Six 350hp Sunbeam Cossack engines supplied the power, attaining a speed of 71 mph.
reached completion three years after the end o f the war, it carried the civilian registration G-FAAF. D a m a g e d in J u n e 1 9 2 1 at Pulham, R . 3 6 entered its shed for repairs but there it remained, affected, like R . 3 3 , by the R . 3 8 disaster. Eventually, in J u n e 1 9 2 6 , the order c a m e for it t o be scrapped.
R.38 In J u n e 1 9 1 8 the Admiralty issued requirements for a series o f long-range high-altitude airships with a ceiling o f 2 2 , 0 0 0 f t . T h e order for the first o f these, R . 3 8 , was given to Short Brothers at Cardington, while orders for three sister ships, R . 3 9 , R . 4 0 and R . 4 1 , were placed with A r m s t r o n g W h i t w o r t h and B e a r d m o r e . W o r k began on R . 3 8 in F e b r u a r y 1 9 1 9 but the p o s t - w a r e c o n o m y caused the c a n c e l l a t i o n o f its sister ships. I n d e e d , f o l l o w i n g the nationalisation o f C a r d i n g t o n in April 1 9 1 9 as the R o y a l Airship W o r k s ( R A W ) , R . 3 8 b e c a m e the subject o f c a n c e l l a t i o n discussions until interest by the United States N a v y in purchasing a long-range airship changed the situation. In O c t o b e r 1 9 1 9 revised plans were p r o d u c e d a n d , a l t h o u g h these were for a new ship, some parts of R . 3 8 and the cancelled R . 4 0 were incorporated in the design. T h e n , in a change f r o m n o r m a l numbering policy, it retained the original R . 3 8 designation. Its first three trial flights in J u n e and July 1 9 2 1 revealed a n u m b e r o f faults that were rectified, but pressure t o hand R . 3 8 over to its American crew m o u n t e d and determined that its fourth would be its final test flight. Bearing its new United States N a v y designation, Z R I I , it set o f f f r o m H o w d e n with a c r e w o f 4 9 on b o a r d , including 1 7 Americans, to carry out tests over the N o r t h Sea. B a d weather prevented it from landing at Pulham as intended and while on its w a y b a c k to H o w d e n on 2 4 August 1 9 2 1 , as it u n d e r t o o k a series o f vigorous course alterations over the m o u t h o f the River Humber, R . 3 8 crumpled in the middle and t w o explosions ripped it apart. T h e r e were only five survivors. T h e destruction of the R . 3 8 b r o u g h t an a b r u p t end t o Britain's i n v o l v e m e n t in military airship production.
R.80 T h e last rigid airship ordered during W o r l d W a r I was the R . 8 0 , designated outside the standard numbering system. W o r k began in N o v e m b e r 1 9 1 7 on what is considered the m o s t streamlined of all British rigid airships. Although the demand n o w was for bigger airships, the R . 8 0 attained a length o f only 35
No sooner had R.80 been delivered to Howden than it was considered for scrapping as a result of the post-war economic downturn. However, it received a stay of execution when allocated to the American crew training for the R.38.
5 3 5 f t , its size restricted by the limited c a p a c i t y o f V i c k e r s ' Walney Island facilities. W i t h a d i a m e t e r o f 7 0 f t , the envelope had a gas c a p a c i t y o f 1,200,OOOcu.ft. F o u r 2 3 0 h p W o l s e l e y - M a y b a c h engines provided the power, t w o positioned behind the streamlined c o n t r o l car driving a single propeller, a n d the o t h e r t w o in single engine cars positioned midships. D i s p o s a b l e lift r e a c h e d a p p r o x i m a t e l y 1 6 t o n s . In 1 9 1 9 the g o v e r n m e n t decided the unfinished R . 8 0 n o longer had any military value, but production continued as there were hopes for a c o m m e r c i a l future. Its first flight t o o k place in the s u m m e r o f 1 9 2 0 and nearly ended in disaster when the ship rose t o o fast, causing buckling o f a n u m b e r o f the f r a m e w o r k girders. Its second flight did n o t take place until J a n u a r y 1 9 2 1 and in February it was flown to its base at H o w d e n . Its last flight t o o k place in September 1 9 2 1 when it flew to Pulham, being used there in scientific tests until destroyed.
R.I 00 and R.I 01 In 1 9 2 4 the g o v e r n m e n t a n n o u n c e d a n e w research p r o g r a m m e , giving birth t o the Imperial Airship S c h e m e , a plan to link the British Empire by long-range airship routes. T h e scheme authorised the building of t w o massive airships, each with a capacity o f 5,000,OOOcu.ft, a disposable lift o f 5 0 tons a n d a c c o m m o d a t i o n f o r 1 0 0 passengers. T h e previous n u m b e r i n g system having been a b a n d o n e d , o n e ship, built by the civilian Airship G u a r a n t e e C o m p a n y based at H o w d e n , with B a r n e s Wallis as chief designer, was designated the R . 1 0 0 . L a t e r t o earn r e n o w n as the inventor o f the World W a r II ' b o u n c i n g b o m b ' , B a r n e s Wallis h a d also w o r k e d as a designer o n N o . 9 r and R . 8 0 . T h e g o v e r n m e n t - o w n e d R o y a l Airship W o r k s at C a r d i n g t o n built the s e c o n d , the R . 1 0 1 , the design t e a m being headed by L t C o l Vincent R i c h m o n d . 36
T h e R . 1 0 0 (civil registration G-FAAV) made its first flight in D e c e m b e r 1 9 2 9 from H o w d e n to C a r d i n g t o n , f r o m where it u n d e r t o o k a n u m b e r o f test flights over the n e x t six m o n t h s . It h a d a c a p a c i t y o f 5,156,OOOcu.ft with a length o f 7 0 9 f t and a 1 3 0 f t diameter, with p o w e r supplied by six 6 6 0 h p R o l l s - R o y c e C o n d o r I I I B engines c o n t a i n e d in three engine c a r s , t w o positioned midships and one to the rear. T h e three floors o f passenger a c c o m m o d a t i o n were suspended inside the envelope. O n 2 9 J u l y 1 9 3 0 the R . 1 0 0 departed on a successful t r a n s a t l a n t i c flight t o C a n a d a , but o n its return, while it was laid up for repairs, d r a m a t i c events elsewhere ensured that it never flew again. T h e R . 1 0 1 (civil registration G - F A A W ) featured m a n y innovative designs, including a f r a m e w o r k o f stainless steel instead o f duralumin, and carried the t w o levels o f passenger a c c o m m o d a t i o n as an integral p a r t o f the overall framework. T h e initial design was 7 3 5 f t long with a diameter of 1 3 1 f t , giving it a capacity of 4 , 8 9 3 , 7 4 0 c u . f t , but, after its first flight, it produced only about 3 5 tons o f disposable lift, 1 5 tons short o f target. Part o f this weight p r o b l e m was caused by the use o f heavy - believed safer - diesel engines instead o f the usual petrol-driven types. T h e r e were five of these 6 0 0 h p Beardmore T o r n a d o engines, each in an individual car. Steps taken to lighten the ship increased lift by 9 tons but some of these changes exacerbated other problems that were becoming apparent. However, there was significant pressure to ensure that R. 1 0 1 , as the government airship, was ready for its maiden Empire-crossing flight, scheduled for S e p t e m b e r 1 9 3 0 , on w h i c h the Air Minister, L o r d T h o m p s o n , intended to fly. T o increase lift further, a late decision added a new section o f f r a m e w o r k , allowing the insertion o f an additional gas-bag. This change increased the length by 4 2 feet and gave a new gas capacity o f 5 , 5 0 9 , 7 5 3 c u . f t , w h i c h finally delivered the required lift. R . 1 0 1 u n d e r t o o k eleven trial flights, which unearthed additional p r o b l e m s that needed time t o rectify fully. However, because o f time restraints, m a n y o f these received only rudimentary repairs. In the end R . 1 0 1 , issued with a t e m p o r a r y certificate o f airworthiness, departed for K a r a c h i , then in British India ( n o w P a k i s t a n ) , on 4 O c t o b e r 1 9 3 0 . O n b o a r d was a c r e w o f 4 2 , plus six officials f r o m the R A W and six other passengers, including L o r d T h o m p s o n . A l m o s t as s o o n as it t o o k t o the air it e n c o u n t e r e d p r o b l e m s , b o t h technically a n d w i t h the weather. It struggled on over northern France until the early hours o f the following morning, when, already flying at very low altitude, it began to dive. T h e nose was brought up and the ship levelled but then began a shallow dive, forcing it d o w n , quite gently, into a hillside near B e a u v a i s , a b o u t 4 0 miles n o r t h of Paris. M o m e n t s later, blinding, searing flames engulfed the w r e c k a g e as
G
The R.100, one of two airships built as part of the Imperial Airship Scheme. It departed on its inaugural flight to Montreal, Canada, on 29 July 1930, completing the journey in a little under 79 hours. The return flight, with the benefit of prevailing winds, took just 58 hours. (Imperial War Museum H[AM]531)
The doomed R.101 leaving the Cardington mooring mast during its troubled trials. Passengers boarded the airship by taking a lift to the top of the mast and entering via a gangway let down under the nose.
5 , 5 0 0 , 0 0 0 c u . f t o f hydrogen gas e x p l o d e d . O f the 5 4 people on b o a r d , only six, all m e m b e r s o f the crew, escaped the blazing inferno with their lives. In Britain there was great n a t i o n a l mourning and a state funeral for those w h o died in the w r e c k a g e . T h e c r a s h m a r k e d the end for Britain's airship d e v e l o p m e n t . T h e g o v e r n m e n t w i t h d r e w any further b a c k i n g for a rigid airship p r o g r a m m e and thus closed the d o o r on a quarter o f a century of aerial e x p e r i m e n t a t i o n , ingenuity and innovation.
BRITISH AIRSHIPS AT WAR T h e threat posed to Britain's trade routes by Germany's submarines in World W a r I was the catalyst that, f r o m February 1 9 1 5 , accelerated the development and deployment o f British airships. T h e m a i n task f o r these airships w a s , by using their height and speed a d v a n t a g e , t o l o c a t e the presence o f an e n e m y s u b m a r i n e and call for support f r o m surface vessels. In addition, airships carried a limited armament o f b o m b s with which to engage enemy submarines and machine guns for use against enemy mines. T h e airship crews, however, spent the majority of their time on seemingly endless p a t r o l s , scanning the vastness of an empty ocean f o r signs o f the enemy. N o t only the o b v i o u s sight o f a s u b m a r i n e on the surface, but the trail o f a periscope or even small a m o u n t s o f oil on the sea could give a w a y a submarine's presence - as could the behaviour of seagulls. Vigilance was the key - for hours on end, exposed to all the conditions that Britain's weather can offer. T h e typical tactics e m p l o y e d o n c o n v o y p a t r o l are d e m o n s t r a t e d in a r e p o r t given by C a p t T. P. M o o r e , while c o m m a n d i n g C . 9 f r o m M u l l i o n , south C o r n w a l l . O n 2 6 M a r c h 1 9 1 8 , having been on patrol off the Isles of Scilly for over six h o u r s , M o o r e received a radio message directing him to escort in an A m e r i c a n convoy. In his report M o o r e states: C.9 proceeded to keep about half to three quarters of a mile from the convoy on the sunny side, at times crossing the head of the convoy in order to search 38
for possible drifting mines etc., but mainly passing up and down the sunny (starboard) side as being the most likely field of attack. Occasionally dropped astern a little in case of a submarine having passed under the length of the convoy for a stern attack. While most patrols made no enemy sightings, when they did they produced sudden bursts o f intense e x c i t e m e n t . A n o t h e r C o a s t a l Class airship f r o m M u l l i o n , C . 2 2 , h a d an encounter with a s u b m a r i n e on 1 2 F e b r u a r y 1 9 1 7 . Alerted by a steamer that another ship had been torpedoed earlier, C . 2 2 , c o m m a n d e d by FltSubLt C. S. Coltson, began to sweep the a r e a . After a l m o s t t w o hours scanning the surface, Coltson spotted a submarine surfacing a b o u t one mile off his port side. H e reported that: When her conning tower was above the surface, and the wash of the hull just becoming visible, she must have sighted the Airship, and made all haste to submerge again. I had meanwhile altered course towards her and opened out to full speed. She had just succeeded in submerging when I got over the spot and the first bomb I dropped fell some way ahead of her and failed to explode. By putting my helm hard over I was able to release my second bomb almost immediately after; this was as near a direct hit as possible, the explosion with delay action fuse, directly over the swirl left by the conning tower of the submarine. A large quantity of oil came to the surface as well as numerous small bubbles. Nothing further was seen of the submarine. The bombs were dropped from a height of 1000 feet... I remained in the immediate vicinity for close on two hours, and later for another two hours swept an area with a radius of about 15 miles from the spot. There were, however, no signs of the submarine, which I believe to have been sunk by the second bomb.
Endless airship patrols were spent in search of tell-tale signs such as this - the periscope wake and oil trail of a U-boat.
It was surprisingly difficult to discern if a s u b m a r i n e had been hit during an attack. An a c c o u n t by FltLt R . S. M o n t a g u e o f a patrol in C . 2 3 A on 1 7 N o v e m b e r 1 9 1 7 illustrates the difficulty, despite t e x t b o o k co-operation between air and surface vessels. Having spotted t w o ships and an extensive area of wreckage, C . 2 3 A investigated, receiving information of the torpedoing of another ship. Cruising around, M o n t a g u e believed he spotted a submerged submarine making 3 - 4 k n o t s a b o u t a mile from the w r e c k a g e . F r o m a height of 8 0 0 f t he dropped t w o 1001b b o m b s , after which air bubbles began to rise. O n e of the surface vessels, an armed trawler, c a m e up and dropped a depth charge over the bubbles. Directed by flares dropped by C . 2 3 A , the trawler launched a further six depth charges, which increased the flow o f bubbles and oil reaching the surface but produced no w r e c k a g e . Having run out o f flares, M o n t a g u e c o n t i n u e d to indicate the position by firing a Lewis gun at the sea. T h e trawler dropped t w o m o r e depth charges, bringing m o r e oil t o the surface, and then a m o t o r launch joined them, launching t w o depth charges, which brought forth another rush o f bubbles and a little m o r e oil. However, with no clear c o n f i r m a t i o n o f the presence of any enemy submarine, C . 2 3 A returned to base after a patrol o f 9 hours 4 5 minutes. T h e weather also conspired against the airships in their w a r against the U-boats. O n 2 3 J a n u a r y 1 9 1 8 , C. 19 was on patrol in dense fog over the N o r t h 39
A Coastal Class airship (C.23A) patrolling above a convoy searching for enemy submarines and mines. The convoy system was introduced in the summer of 1917.
Sea w h e n it received a signal giving the position o f a submarine on the surface. C . 1 9 p r o c e e d e d t o the area a n d , finding a b r e a k in the fog, held a position on the edge o f the fog b a n k for a b o u t 3 0 minutes, w h e n a submarine appeared below. H e r c o m m a n d e r r e p o r t e d : A submarine with conning tower awash was observed at a distance of one and a half miles... Course was set at full speed for the submarine, which immediately started to submerge, disappearing 30 seconds before the airship was over her. The swirl was distinctly visible, and the submarine altered course to port on submerging. Two 1001b bombs were dropped, the first 60 yards short due to the bomb dropping on turning the dropping toggle preparatory to pulling. The second one dropped about 2 0 yards ahead and to port of the swirl. A quantity of air came up 10 yards ahead of position where the bomb exploded. The airship remained in the vicinity for half an hour, but owing to the fog closing in immediately nothing more could be seen.
•
40
AIRSHIP VERSUS U-BOAT On the morning of 7 December 1917, SSZ.16 left the airship base at Pembroke on a routine patrol over the Irish Sea. Captained by FltLt John E. Barrs, she was heading home at 15.55 when a submarine came into view on the surface about a mile away. Barrs turned his Zero towards the submarine in an attempt to identify it, climbing to gain height in case the submarine was hostile. Closely watching for a recognition signal, Barrs then saw the submarine turn towards his airship. Moments later the deck gun of the U-boat opened fire. Barrs immediately ordered the W/T operator, F. E. Tattersall, to return fire with the Lewis gun. So effectively did he sweep the deck that the U-boat immediately prepared to dive, leaving the crew no time to fire a second round before dashing for safety. Arriving over the submarine's position about a minute after it submerged, SSZ.16 dropped two 651b bombs, each with a 2.5-second delay fuse. The first bomb landed about 25ft off the port bow of the U-boat and exploded on or near the surface; the second fell closer but failed to explode. The engineer, J . W. Trevelyn, then dropped calcium flares over the side to mark the spot as Barrs took the decision to turn for home as darkness and a blanketing sea mist began to gather. Passing two destroyers making for the flares, Barrs paused to brief them before continuing on to Milford Haven, where, with his W/T transmitter out of service, he sent details of the engagement ashore by Aldis lamp before he finally returned to Pembroke. Barrs later received the Distinguished Service Cross for his actions.
T h o s e w h o c r e w e d the S S Z Class airships m u c h appreciated their manoeuvrability and this is clearly demonstrated in this example, which again highlights the liaison b e t w e e n airships and surface craft. T a k i n g off from F o l k e s t o n e on 3 J a n u a r y 1 9 1 8 , S S Z . 5 , c o m m a n d e d by FltSubLt W. J . Pullen, received a signal f r o m a patrol b o a t that it had dropped a depth charge in the vicinity o f an e n e m y s u b m a r i n e and the c a p t a i n asked if the airship could observe any result. S S Z . 5 flew over the area, observing traces of oil, then three large air bubbles followed by a larger circular patch of oil. Pullen c o n c l u d e d t h a t the depth c h a r g e h a d been effective. T h e n , a n o t h e r patrol b o a t a p p r o a c h e d and Pullen i n f o r m e d t h e m that he believed he was over a s u b m e r g e d , damaged s u b m a r i n e . W h i l e the captain o f the newly arrived patrol b o a t prepared to drop depth charges, Pullen described his actions: I then descended within eight feet of the water, and showed the exact position by steering along the course made by the oil and making a right angle turn when directly over the place at which the oil was rising. Three depth charges were then dropped... I consider that the third charge was effective as much larger quantities of oil were observed to rise to the surface and continued to do so for some time. H o w e v e r , the airship c r e w s did n o t have it all their o w n way. O n a few o c c a s i o n s the hunted b e c a m e the hunter. O n 1 7 M a r c h 1 9 1 8 FltLt R . S. M o n t a g u e was again in c o m m a n d o f C . 2 3 A . W h i l e patrolling over the English C h a n n e l , at 1 3 . 2 0 M o n t a g u e observed a submarine a b o u t 3 miles away. A l m o s t immediately the submarine opened fire from its deck gun, the first shot bursting half a mile short and the second a b o u t 4 0 0 yards short. H a v i n g taken stock o f the situation, M o n t a g u e then reported: I decided it was impossible to attack the submarine up wind at 350 feet. C.23a rose to 900 feet, two shrapnel bursts being heard below as the ship entered the clouds. I proceeded up wind in clouds. Owing to the difficulty of steering in clouds and the impossibility of getting above them ... C.23a proceeded full out for ten minutes up wind. At 13.30 I decided the ship was as near as possible over the submarine. C.23a descended at maximum speed and when at 700 feet the surface of the sea was observed in a break in the clouds, no sign of the submarine was observed until a shrapnel burst between 40 and 50 yards astern of the ship. It could not be observed in which direction the submarine lay and I concluded that a further descent would be impossible for attack as the submarine had already sighted C.23a.
The wreckage of SSZ.27 towed in by armed trawler Kinaldie after becoming a victim of 'friendly fire' from the trawler Marnell. 42
M o n t a g u e immediately climbed back up to 1 6 0 0 f t and tried to manoeuvre for a better chance of attack but noticed the envelope was losing pressure. Believing at first that shrapnel h a d holed the envelope, he a b a n d o n e d the attack and set course for land, only discovering later that a faulty valve had caused the loss of gas. T h e crew of C . 2 3 A survived their encounter; another crew to have a lucky escape was that o f S S Z . 2 7 . W h i l e patrolling over the English C h a n n e l off the southern Cornish coast on 1 2 April 1 9 1 8 , S S Z . 2 7 spotted a floating mine and opened up with a Lewis gun to try to destroy it. Attracted by the firing, C . 9 a p p r o a c h e d and o p e n e d fire t o o , but still the mine did n o t e x p l o d e . T w o armed trawlers then arrived and, believing the airships were indicating the presence of a submarine with their gunfire, one o f t h e m , the Marne J J , dropped t w o depth charges, oblivious to the mine n o w floating just a couple of yards off its port bow. C a p t a i n Arthur Elliot brought S S Z . 2 7 down close to the trawler and advised her captain of the danger. T h e trawler turned away hard one way and S S Z . 2 7 the other. M u c h to Elliot's surprise, the trawler then 'opened fire at mine with F o r w a r d G u n w h e n I w a s right across her bows a b o u t 1 0 0 yards a w a y f r o m him and height 2 0 0 f t ' . M o m e n t s later the airship lost gas pressure and began 'falling like a s t o n e ' into the sea. T h e second trawler picked up the c r e w and an inquiry later c o n f i r m e d they were victims o f 'friendly fire', caused by a ricochet or splinter f r o m the single shell fired at the mine by the Marne II. FltLt Errol F. M o n k had a m o s t e x t r a o r d i n a r y escape while c o m m a n d i n g S S . 4 2 on a routine patrol f r o m P e m b r o k e on 1 5 September 1 9 1 6 . T h e patrol started n o r m a l l y but, with an increasing squally w i n d , M o n k decided t o return to base. As he touched down, a strong gust caught S S . 4 2 side on, lifting it 3 0 f t into the air before smashing it d o w n on its port side, breaking m o s t o f the suspension cables on that side and almost completely overturning the car. M o n k and his wireless o p e r a t o r clung on desperately but then S S . 4 2 began to rise rapidly, helped, as M o n k recalled unsympathetically, 'by the wireless o p e r a t o r falling out w h e n a b o u t 2 0 feet a b o v e the g r o u n d ' . T h e ship continued to climb and had reached 1 0 0 0 f t by the time M o n k had clambered on top of the upturned car, where, unable to control it, he had ' n o alternative but to sit where I was . . . and trust to luck'. S S . 4 2 drifted out over the Bristol C h a n n e l , climbing all the t i m e . As he a p p r o a c h e d L u n d y Island, M o n k estimated his altitude at 7 , 0 0 0 f t . And then things got even w o r s e :
FltLt E. F. Monk, who survived an extraordinary and perilous journey across the Bristol Channel clinging to the axle ofSS.42.
About this time the forward suspensions on the starboard side which were supporting most of the weight of the engine broke and the car fell into a vertical position, engine down, nearly pitching me from my precarious hold, but with great difficulty I clambered down and found a seat on the axle of the undercarriage. S S . 4 2 c o n t i n u e d climbing until M o n k estimated he w a s at 8 , 4 0 0 f t , at which point he started to drop slowly at first but then with increasing speed until he calculated he was falling at between 1 , 0 0 0 and 1 , 5 0 0 f t per minute. His nightmarish journey finally ended w h e n he crashed near the village o f E r m i n g t o n in D e v o n , a b o u t 1 0 0 miles f r o m P e m b r o k e . M o n k w a s badly injured, fracturing his spine, but ten m o n t h s later, fully recovered f r o m his hair-raising journey, he returned to duty. While some crews, such as those o f S S Z . 2 7 and S S . 4 2 , had lucky escapes, inevitably other crews paid the ultimate price. O n 1 1 D e c e m b e r 1 9 1 7 C . 2 7 43
left its base at Pulham to patrol over the N o r t h Sea but failed to return; its last radio transmission was timed at 0 9 . 2 5 - then silence. T h e following day a trawler captain reported having seen an airship on fire at a b o u t 0 9 . 3 0 . By the time he reached the scene there was no trace o f the airship other than a small piece o f wreckage floating on the surface. Later information revealed that a G e r m a n H a n s a - B r a n d e n b u r g W 1 2 seaplane, one of a flight of three, had pounced on C . 2 7 and shot it d o w n in flames. T h e pilot, FltLt J . F. D i x o n , D S C , and his four-man c r e w were all lost.
SUMMARY At the o u t b r e a k o f W o r l d W a r I B r i t a i n possessed seven airships, all largely e x p e r i m e n t a l . D u r i n g the p e r i o d o f the w a r a n o t h e r 2 1 8 were p r o d u c e d , o f w h i c h 1 0 3 were still flying at the t i m e o f the A r m i s t i c e . Britain's airship fleet r e c o r d e d a b o u t 8 9 , 0 0 0 flying h o u r s a n d c o v e r e d over 2 million miles a r o u n d Britain's c o a s t a l w a t e r s , e s c o r t i n g c o n v o y s , patrolling and acting as a d e t e r r e n t t o G e r m a n y ' s h o s t i l e s u b m a r i n e fleet. R e c o r d s indicate t h a t during the w a r U - b o a t s s a n k o n l y o n e ship t h a t w a s being escorted by an airship. O n l y in 1 9 1 5 did the g o v e r n m e n t first acknowledge the need for a fleet o f airships as a w e a p o n against the raiding U - b o a t s , but it required them t o be p r o d u c e d cheaply a n d built quickly. By the end o f the w a r Britain w a s investing vast sums in the p r o d u c t i o n o f large rigid airships but these c o n t r i b u t e d very little t o the w a r e f f o r t in c o m p a r i s o n to the non-rigid designs. In the last 1 7 m o n t h s o f the w a r (June 1 9 1 7 to O c t o b e r 1 9 1 8 ) airships sighted 4 9 enemy submarines and were involved in attacks on 2 7 . In addition they located 1 3 4 mines, o f which 7 3 were destroyed. T h e airship service lost 4 8 men in the line o f duty during the war. G e r m a n y had attempted to defeat Britain by cutting its maritime supply lines by the aggressive use o f its s u b m a r i n e fleet, but the tireless w o r k of the airship service, in c o n j u n c t i o n with the ships o f the R o y a l N a v y prevented t h e m f r o m achieving their g o a l .
PROBLEMS ON PATROL While on patrol over the Bristol Channel on the morning of 18 January 1917 the engine of SS.15 started giving problems. Then the captain, SubLt Cyril J . Pyke, reported that it 'gave two coughs' and the revs fell alarmingly; it then gave one more cough and stopped. While Pyke fired Very lights to attract the attention of naval vessels based at nearby Tenby, he ordered his W/T operator, Frederick Crawford, to climb out on to the narrow landing skid to try to start the engine by swinging the propeller. This was only Crawford's second flight and later he admitted that he had never started an engine before. He was now attempting this task for the first time 1,500ft up in the air in a 15-knot wind balanced on a narrow strip of wood just 216 inches wide. Unsurprisingly Crawford failed. Pyke ordered him back in and he himself then clambered out from the rear seat and down on to the skid, spending the next 45 minutes attempting to start the engine, but without success. Having returned to the cockpit and climbed to 2,700ft as they drifted towards Lundy Island, Pyke then climbed out again, attempting once more to coax the engine back into life. Unnoticed initially by either Pyke or Crawford, SS.15 began to fall, slowly at first, then with increasing speed. As soon as he did notice, Pyke clambered back into his seat but was unable to halt its fall and it 'struck the water hard'. As the envelope began to settle down on top of them, Pyke ordered Crawford overboard while he unsuccessfully attempted to deflate it, before joining him in the water. As he cleared the wreckage, Pyke noticed Crawford was still clinging to the car, his feet tangled in the control lines. Fortunately, a motor launch arrived and the crew cut the unfortunate Crawford free before picking up Pyke, who then discovered his comrade could not swim.
DATA TABLE Disposable lift
Top speed
Envelope capacity (cu.ft)
Overall length
Engines
55,000
122ft
1 x 50hp Antoinette
16mph 22mph 20mph
Non-rigid airships Nulli Secundus Nulli Secundus II
56,000
122ft
1 x 50hp Antoinette
Baby
22,000
84ft
2 x 8hp Buchet, later 1 x 20-25hp REP
HMA 2 (Willows IV)
35,000
?
40hp Renault
25mph
HMA 3 (Astra-Torres)
230,000
248ft
2x200hpChenu
51mph
HMA 4 (Parseval)
364,000
312ft
2x 180hp Maybach
42mph
HMA5(V. Parseval)
364,000
304ft
2 x 240hp Renault
50mph
HMA 6 (V. Parseval)
364,000
304ft
2 x 180hp Wolseley/Maybach
42mph
HMA 7 (V. Parseval)
As HMA 6
HMA 8 (Astra-Torres)
As HMA 3
HMA 17 (Beta II)
50,000
108ft
1 x45hp Clerget
35mph
HMA 18 (Gamma II)
101,000
169ft
2 x45hp Iris
30mph
HMA 19 (Delta)
175,000
225ft
2x 1 lOhp White & Poppe
44m ph
HMA 20 (fro)
118,000
187ft
2x80hpCanton-Unne
42mph
SSBE2c
60,000
143ft 5in.
1 x 75hp Renault
0.64 tons
50mph
SS M. Farman
60,000/70,000
143ft 5in.
1 x82hp Renault
0.6/0.8 tons
40mph
SS Armstrong Whitworth
70,000
143ft 5in.
1 x lOOhp Green
0.7 tons
45mph
SS Pusher
70,000
143ft 5in.
1 x 75hp Rolls-Royce Hawk, later 1 x lOOhp Green
0.6 tons
52mph
SS Zero
70,000
143ft 5in.
1 x 75hp Rolls-Royce Hawk
0.6 tons
53mph
SSTwin
100,000
165ft
2 x 75hp Rolls-Royce Hawk or 2 x 10Ohp Sunbeam
1 ton
57mph
C Class
170,000
195ft 6in.
2 x 150hp Sunbeam, later 1 x 220hp Renault & 1 x 10Ohp Berliet or Green
1.6 tons
52mph
C* Class
210,000
207ft (C*1-C*3) 217ft(C*4-C*10)
1 x 1 lOhp Berliet & 1 x220hp Renault (or 1 x 240hp Fiat)
1.8 tons
57mph
NS Class
360,000
260ft
2 x 250hp Rolls-Royce, later 3.8 tons 2 x 240hp Fiat
441,000
264ft
2 x 220hp Italia & 1 x 200hp 2.3 tons SPA-6a
2.3 tons
HMA 1r
664,000
512ft
2x 180hpWolseley
-
HMA9r
846,000
526ft
2 x 180hp Wolseley & 1 x 240hp Maybach
3.8 tons
45mph
23 Class
942,000
535ft
4 x 250hp Rolls-Royce Eagle
6.5 tons
54mph
23X Class
990,000
539ft
4 x 300hp Rolls-Royce Eagle
8.5 tons
55mph
R.31 Class
1,500,000
615ft
6 x 300hp Rolls-Royce Eagle, later 5 x 300hp Rolls-Royce Eagle
16.5 tons 19.5 tons
70mph 65mph
R.33 Class
1,950,000
643ft
5 x 240hp Sunbeam Maori 4
26 tons
62mph
R.36
2,101,000
675ft
3 x 350hp Sunbeam Cossack & 2 x 260hp Maybach
16 tons
65mph
45.6 tons
71mph
15-18 tons
60-70mph
57mph
Semi-rigid airships SR.l
51 mph
Rigid airships
R.38
2,724,000
699ft
6 x 350hp Sunbeam Cossack
R.80
1,200,000
535ft
4 x 230hp Wolseley-Maybach
R.100
5,156,000
709ft
6 x 660hp Rolls-Royce Condor NIB
57 tons
64mph
777ft
5 x 600hp Beardmore Tornado
49.3 tons
71 mph
R.101
46
5,509,753
SELECT BIBLIOGRAPHY Abbott, Patrick, Airship, Bath (1973) Abbott, Patrick, The British Airship at War 1914-1918, Jackson, Robert, Airships,
Lavenham (1989)
London (1971)
Mowthorpe, Ces, Battlebags
- British Airships of the First World War, Stroud
(1995) Sinclair, J . A., Airships in Peace and War, London (1934) Ventry, Lord & Kolesnik, Eugene M., Airship Saga, Poole (1982) Vivian, E. Charles, A History of Aeronautics, Whale, George, British Airships:
London (1921)
Past, Present and Future, London (1919)
Williams, Capt T. B., Airship Pilot No.28,
London (1974)
An excellent source of information on British airships can be found at the website of the Airship Heritage Trust - www.aht.ndirect.co.uk/. As well as technical information, the website also gives access to contemporary newsreel footage of many of the airships highlighted in this book. In addition, the AHT publishes an excellent journal, Dirigible,
three times a year.
The wreck of C.27 photographed from one of the attacking Hansa-Brandenburg seaplanes. A trawler skipper, watching from afar, reported: 'A cloud of smoke, very large and dense, hung in the sky for a long while'.
47
INDEX Figures in bold refer to illustrations. 2 3 Class 2 6 - 2 8 , 27, C (28) 2 3 X Class 2 8 , 28, 3 0 Air Battalion, Royal Engineers 5 - 6 Air Council 31 Airship Guarantee Company 3 6 Airships Ltd 1 6 , 1 8 , 19 Antoinette engines 6 armament 3 8 bombs 2 0 , 2 2 , 23, 2 4 , 2 6 , 4 0 , E (40) depth charges 2 0 , 3 9 , 4 2 Lewis guns 2 0 , 2 4 , 2 6 , 3 9 , E (40) Armstrong Whitworth Ltd. 1 8 , 18, 1 9 , 27, 3 0 , 3 1 , 3 5 Army Aircraft Factory 6 Army airships 4 , 4, 5 Baby and Beta 6 - 7 , 7 Beta II 8, 8, 16 Clement-Bayard II 9 - 1 0 , 10 Delta 1 0 , 1 1 , 16 Eta 1 1 , 1 1 , 16 Gamma and Gamma II 8, 8 - 9 , 9, 16 Lebaudy Morning Post 9 - 1 0 , 10 Nulli Secundus 5, 6 Nulli Secundus II 6, 6 Army Balloon Equipment Store, Woolwich 5 Astra Company, Paris 8 Astra-Torres airship 1 2 , 1 3 , 1 3 , 16 Atlantic, crossing of 34, D (32) Avro seaplane fuselages 19 Baby and Beta 6 - 7 , 7 Bannerman, M a j 9 Barrs, FltLt John E. E (40) Beardmore 2 7 , 3 0 , 3 1 , 3 5 , 3 7 Berliet engines 1 9 , 2 2 Beta II 8, 8, 16 bombs 23, 2 4 , 2 6 , 4 0 , E (40) Buchet engines 7 Canton-Unne engines 1 1 Capper, Col J . E. 4 , 4, 6, 7, 7, 8 Chenu engines 13 civil airships R.36: 3 4 , 3 4 - 3 5 R.100: 3 6 - 3 7 , 3 7 R101: 37-38,38 Clement-Bayard II 9 - 1 0 , 10 Clerget engines 8 Coastal (C) Class 1 9 - 2 1 , 3 8 - 4 0 , 40, 4 2 - 4 4 , B (20) Coastal Star ( C * ) Class 2 2 , 22, B (20) Cody, S. F. 6 Coltson, FltSubLt C. S. 3 9 convoy system 40 Crawford, W/T operator Frederick F (44) Daily Mail 9 Delta 1 0 , 11, 16 depth charges 2 0 , 3 9 , 4 2 disposable lift 5 Dixon, FltLt J . F. 4 4 engines Antoinette engines 6 Berliet engines 1 9 , 2 2 Buchet engines 7 Canton-Unne engines 1 1 Chenu engines 13
48
Clerget engines 8 Fiat engines 2 2 , 2 3 Green engines 7, 9, 1 9 , 2 3 Iris engines 9, 9 Maybach engines 14, 26, 3 4 Renault engines 1 4 , 1 8 , 1 9 , 2 0 , 2 2 Rolls-Royce Condor engines 3 7 Rolls-Royce Eagle engines 2 7 , 3 0 Rolls-Royce Hawk engines 2 3 , 2 4 Sunbeam engines 1 9 , 2 4 , 3 1 , 3 5 Tornado engines 3 7 White & Poppe engines 10 Wolseley engines 12 Wolseley-Maybach engines 2 6 , 3 6 Eta 1 1 , 1 1 , 16 Fiat engines 2 2 , 2 3
Submarine Scout Twin (SST) Class 2 4 , 25 Submarine Scout Zero (SSZ) Class 2 3 - 2 4 , 24, 4 2 , 42, 4 3 , E (40) Willows No.4 12, 13 non-rigid airships 5 , 4 6 North Sea (NS) Class 2 2 - 2 3 , 23, B (20) Nulli Secundus 5, 6 Nulli Secundus II 6,6 Ouse, H M S 28 Parseval airship 1 3 - 1 4 , 14, 1 5 - 1 6 Pullen, FltSubLt W. J . 4 2 Pyke, SubLt Cyril J . F (44) R.31 Class 30, 3 0 - 3 1 , C (28) R.33 Class 31 R.34: 4 , D ( 3 2 ) R.36: 3 4 , 3 4 - 3 5 R.38: 35,35 R.80: 3 5 - 3 6 , 3 6 R.100: 3 6 - 3 7 , 3 7 R.101: 37-38,38 Renault engines 1 4 , 18, 19, 2 0 , 2 2 Richmond, LtCol Vincent 36 rigid airships 5, 12, 2 6 - 3 8 , 4 6 Rigid Naval Airship I 12, 12 Rolls-Royce Condor engines 3 7 Rolls-Royce Eagle engines 2 7 , 3 0 Rolls-Royce Hawk engines 2 3 , 2 4 Royal Airship Works (RAW) 3 5 , 36 Royal Flying Corps 6, 14 Royal Naval Air Service (RNAS) 15 3
Gamma and Gamma II 8, 8 - 9 , 9, 16 goldbeater's skin 6, 2 6 , 26 Green engines 7, 9, 1 9 , 2 3 H M A N o . l 12, 1 2 , 2 6 H M A N o . 9 2 6 , 26 Imperial Airship Scheme 3 6 , 37 Iris engines 9, 9 Kinaldie
42
Lebaudy Morning Post 9 - 1 0 , 10 Lewis guns 2 0 , 2 2 , 2 4 , 2 6 , 3 9 , E (40) M Class (semi-rigid airship) 2 5 , 25 Maitland, M a j E. M . 1 1 Marne II 42 Maurice Farman aircraft fuselages 1 9 , 19, 2 3 Maybach engines 14, 26, 3 4 Mayfly 12, 1 2 , 2 6 M o n k , FltLt Errol F. 4 3 , 43 Montague, FltLt R. S. 3 9 , 4 2 - 4 3 Moore, Capt T P. 3 8 - 3 9 Morning Post 9 - 1 0 National Physical Laboratory (NPL) 31 Navy airships 15 2 3 Class 2 6 - 2 8 , 27, C (28) 2 3 X Class 2 8 , 28, 3 0 Astra-Torres airship 1 2 , 1 3 , 1 3 , 16 Coastal (C) Class 1 9 - 2 1 , 3 8 - 4 0 , 40, 4 2 - 4 4 , B (20) Coastal Star ( C * ) Class 2 2 , 22, B (20) H M A No.9 2 6 , 26 North Sea (NS) Class 2 2 - 2 3 , 23, B (20) Parseval airship 1 3 - 1 4 , 14, 1 5 - 1 6 R.31 Class 30, 3 0 - 3 1 , C (28) R.33 Class 31 R.34: 3 4 , D ( 3 2 ) R.36: 3 4 , 3 4 - 3 5
R.38: 35,35
R.80: 3 5 - 3 6 , 3 6 R.100: 3 6 - 3 7 , 3 7 R.101: 37-38,38 rigid airships 12, 1 2 , 2 6 - 3 8 semi-rigid (SR) airships 2 5 , 25 Submarine Scout Pusher (SSP) Class 2 3 Submarine Scout (SS) Class 1 5 , 16, 18, 1 8 - 1 9 , 19, 43,43, A (16), F(44)
semi-rigid airships 5 , 2 5 , 25, 4 6 Short Brothers 3 0 , 3 5 , C (28) Spencer, Stanley 4 S R . l airship 2 5 , 25 Star, H M S 28 Submarine Scout Pusher (SSP) Class 23 Submarine Scout (SS) Class 1 5 , 16, 18, 1 8 - 1 9 , 19, 4 3 , 4 3 , A (16), F (44) Submarine Scout Twin (SST) Class 2 4 , 25 Submarine Scout Zero (SSZ) Class 2 3 - 2 4 , 24, 4 2 , 42, 4 3 , E (40) Sunbeam engines 1 9 , 2 4 , 3 1 , 3 5 Tattersall, W/T operator F. E. E (40) Thompson, Lord 3 7 Times , The 27 Tornado engines 3 7 Trevelyn, Engineer J . W. E (40) UB-115 submarine 28 useful lift 5 Vickers Sons & Maxim Ltd 12, 1 3 - 1 4 , 14,26-27 Wallis, Barnes 3 6 weapons see armament White 6c Poppe engines 10 Williams, T. B. A (16) Willows, Ernest Thompson 4 , 4, 12 Willows No A 4,4 Willows No.4 12, 13 Wolseley engines 12 Wolseley-Maybach engines 2 6 , 36 World War I (1914-18) 1 5 - 3 6 , 3 8 - 4 5 Zeppelin airships 9, 12, 2 8 , 3 4
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The design, development, operation and history of the machinery of warfare through the ages
BRITISH AIRSHIPS 1 9 0 5 - 3 0 A t a t i m e w h e n G e r m a n U - b o a t s ruthlessly p r e y e d u p o n the m a r i t i m e c o n v o y s b r i n g i n g essential s u p p l i e s to British s h o r e s , a n o t h e r p i o n e e r i n g f o r m o f t e c h n o l o g y - the airship - w a s b e i n g d e p l o y e d to c o u n t e r this threat. F r o m the first military airships, i n c l u d i n g t h e optimistically n a m e d
NulliSecundus
( S e c o n d to N o n e ) , t h r o u g h t h e v a r i o u s d e s i g n s i n t r o d u c e d by the A d m i r a l t y at t h e h e i g h t o f t h e c a t - a n d - m o u s e d u e l b e t w e e n airship a n d s u b m a r i n e in W o r l d W a r I, to their p o s t - w a r d e v e l o p m e n t a n d t h e tragic a c c i d e n t in 1 9 3 0 w h i c h m a r k e d t h e e n d of t h e airship's service, Ian Castle tells t h e s t o r y of t h e s e a e r o n a u t i c a l w o n d e r s that p l a y e d s u c h a crucial role in t h e d e f e n c e of Britain.
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US $17.95 UK £9.99 C A N $19.95 ISBN 978-1-84603-387-2
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