nt advantage over the aeroplane, that while there
appears to be a limit to the range of the aeroplane as at present
constructed, there is practically no limit whatever to that of the
airship, as this can be overcome by merely increasing the size. It thus
appears that for such journeys as crossing the Atlantic, or crossing
the Pacific from the west coast of America to Australia or Japan, the
airship will be peculiarly suitable. It having been conceded that the
scope of the airship is long distance travel, the only type which need
be considered for this purpose is the rigid. The rigid airship is still
in an embryonic state, but sufficient has already been accomplished
in this country, and more particularly in Germany, to show that with
increased capacity there is no reason why, within a few years' time,
airships should not be built capable of completing the circuit of the
globe and of conveying sufficient passengers and merchandise to render
such an undertaking a paying proposition.'

The British R.38 class, embodying the latest improvements in airship
design outside Germany, gives a gross lift per airship of 85 tons and a
net lift of about 45 tons. The capacity of the gas bags is about two
and three-quarter million cubic feet, and, travelling at the rate of
45 miles per hour, the cruising range of the vessel is estimated at 8.8
days. Six engines, each of 350 horse-power, admit of an extreme speed of
70 miles per hour if necessary.

The last word in German design is exemplified in the rigids L.70 and
L.71, together with the commercial airship 'Bodensee.' Previous to the
construction of these, the L.65 type is noteworthy as being the first
Zeppelin in which direct drive of the propeller was introduced, together
with an improved and lighter type of car. L.70 built in 1918 and
destroyed by the British naval forces, had a speed of about 75 miles per
hour; L.71 had a maximum speed of 72 miles per hour, a gas bag capacity
of 2,420,000 cubic feet, and a length of 743 feet, while the total lift
was 73 tons. Progress in design is best shown by the progress in useful
load; in the L.70 and L.71 class, this has been increased to 58.3 per
cent, while in the Bodensee it was ever higher.

As was shown in R.34's American flight, the main problem in connection
with the commercial use of dirigibles is that of mooring in the open.
The nearest to a solution of this problem, so far, consists in the mast
carrying a swivelling cap; this has b