Aeroplanes and Dirigibles of War

into insignificance so far as the general public is concerned. The Zeppelin dirigible has come to be generally regarded as the one and only form of practica

. The building of an immense vessel of this class was actively supported and it was aptly christened the "May-fly." Opponents of the movement tempered their emphatic condemnatory criticism so far as to remark that it MAY FLY, but as events proved it never did. The colossal craft broke its back before it ever ventured into the air, and this solitary experience proving so disastrous, the rigid form of construction was abandoned once and for all. The venture was not in va

to the Zeppelin, but so far it has failed to justify any of the claims of its designers. This vessel, which also favours the colossal, is likewise of the rigid type, but realising the inherent dangers accruing from the employment of metal for the framework, its constructors have

ensions. I say "was" since L4 is no more. The pride of its creators evinced a stronger preference for Davy Jones' Locker than its designed realm. Yet several craft of this type have been built and have be

they were anticipated. The Lebaudy is possibly the most famous of the French efforts in this direction. The gas-bag has an asymmetrical shape, and is pointed at both ends, although the prow is blunter or rounder than the stem. The gas-bag comprises a single chamber for the inflating ag

n the other hand the "non-rigid" type may be roughly described as a pisciform balloon fitted with propelling machinery, inasmuch as the car containing the driving machinery is suspended from the balloon in the m

is fitted with motors developing 450 horse-power, which is sufficient to give it a speed of 47 miles per hour. This vessel represents a huge advance upon its predecessors of this design, inasmuch as the latter were about 245 feet in length by 36 1/4 feet in diameter, and displaced only six tons, while the single car was provided with a motor developing only 150 horse-power, the speed being 28 miles per hour. Thus it will be seen that a huge development has

tted to be a power-driven balloon. Even the broad lines of the latter are preserved, the shape being that of a cylinder with rounded ends. It is the direct

e strictest interpretation of the term, although, owing to the incorporation of the steadying hollow "mattress" (as it is called by its inventor), the strength of the suspension system, and the substantial character of the car, it conveys an impression of great solidity. The thinnest rope, both manilla and steel, in the suspension sys

iving one propeller. But should one motor break down, or motives of economy, such as husbanding of fuel,

pellers may be altered and even reversed while the engine is running. When one motor only is being used, the pitch is lowered until the propellers revolve at the speed which they would attain if both engines were in operat

ward to the after end of the envelope, merely by inflating the bow ballonet with air by means of a pump placed in the car. If ascent is required, the after-ballonet is inflated, thereby driving the gas to the forward end of the balloon, the buoyancy of which is thus increased. The outstanding feature of the "Drachen-Balloon" is incorporated in the airship. This is the automatic operation of the safety valve on the gas-bag

lar to those of the aeroplane, inasmuch as ascent and descent are normally conducted in a "screwing" manner, the only exception being of course in abrupt descent caused by the ripping of the emergency-valve. O

the realm of aeronautics. It certainly has enabled the German military machine to become possessed of a significant fleet of what may be described as a really efficient and re

e A class, 200 feet in length with accommodation for six passengers in addition to the crew of three, which is capable of attaining a maximum altitude of 6,700 feet, and has an endurance capacity of 15 hours. This class also is fitted with twin propellers and motors. In addition there are the C and E classes, carrying from four to eight passengers, while the vedettes are represented by the D and F classes, which have a maximum altitude of 2,000 feet and can remain aloft for only five hours upon a sing

he Government-built machines. Although the rigid type never has met with favour in France, there is yet a solitary example of this system of construction-the Spiess, which is 460 feet in length by 47 feet in

ld meet the military requirements of the country to the best advantage. Moreover, the French military authorities evinced a certain disposition to relegate the dirigible to a minor position, convinced that it had been superseded by the heavier-than-air machine. Taken on the whole, the French airship fle

ne which was responsible for the manifestation of a somewhat indifferent if not lethargic feeling towards the airship. Undoubtedly the experiments carried out in Great Britain were somewhat disappointing. The one and only attempt to out-Zeppelin the Zeppelin resulted in disaster to the craft before she took to the air, while the smaller craft carried out upon

aintained for a superior type of craft. It was an instance of weighing the advantages against the disadvantages of the existing types and then evolving for a design which should possess the for

itable result that the speed undergoes a severe diminution. A full-rigged airship such as the Parseval, for instance, may present a picturesque appearance, but it is severely unscientific, inasmuch as if it were possible to eliminateor to reduce the air-resistance offered by the ropes, the speed efficiency might be raised by some s

sign and construction among native manufacturers, at the same time, however, insisting that such craft should be equal at least in speed to the Zeppelins. The

sought the assistance of the Spanish Government. But his fatherland was not adapted to the prosecution of the project. He strove to induce the authorities to permit even a small vessel to be built, but in vain. He then approached the French Astra Company. His ambition was to build a vessel as large as the current Zeppelin, merely to emphasis

st the "Colonel Renard," the finest ship at that time in the French aerial service, which had proved the fastest airship in comm

riments with the small Astra-Torres in France. An order was given for a vessel of 282,500 cubic feet displacement; in this instance it was ranged against another formidable rival-the Parseval. But the latter also failed to hold its own agains

000 horse-power, which it was confidently expected would enable a speed of 60 miles per hour to be attained. Thus France would be able to meet the Germans upon fairly level terms, inasmuch as the s

se-power. It has recently been completed, and although the results of the trials, as well as the dimensions of the craft have not been pub

sausage-shaped balloons were disposed pyramidally-two lying side by side with one super-imposed, with the bags connected at the points where the circular sections come into contact. Thus the external appearance of the envelope is decidedly unusual, comprising three symmetrical ridges. At the points where the three bags come into contact cloth bands are stretched across the arcs, thereby forming a cord. The suspension system is attached to the upper corners of the invert

larger French vessels are equipped with two cars placed tandem-wise. The vertical cable, after extending downwards a certain distance, is divided, one rope being attached

gements for the acquisition of larger and more powerful vessels of this design, being now in the position to contest every step that is made by Germany in this field. The type has also been embraced by the Russian military authorities. The Astr