n corridor
of the ship, and is fitted with a footway down the centre for its
entire length. It contains water ballast and petrol tanks, bomb
stowage and crew accommodation and the various control wires, petrol
pipes and electric leads are carried along the lower part.

Throughout this internal corridor runs a bridge girder, from which the
petrol and water ballast tanks are supported. These tanks are so
arranged that they can be dropped clear of the ship.

Amidships is the cabin space with sufficient room for a crew of
twenty-five. Hammocks can be slung from the bridge girder before
mentioned.

In accordance with the latest Zeppelin practice, monoplane rudders and
elevators are fitted to the horizontal and vertical fins.

The ship is supported in the air by nineteen gasbags which give a total
capacity of approximately two million cubic feet of gas. The gross lift
works out at approximately 59 1/2 tons, of which the total fixed weight
is 33 tons, giving a disposable lift of 26 1/2 tons.

The arrangement of cars is as follows: At the forward end the control
car is slung, which contains all navigating instruments and the various
controls. Adjoining this is the wireless cabin, which is also fitted
for wireless telephony. Immediately aft of this is the forward power
car containing one engine, which gives the appearance that the whole is
one large car.

Amidships are two wing cars each containing a single engine. These are
small and just accommodate the engine with sufficient room for
mechanics to attend to them. Further aft is another larger car which
contains an auxiliary control position and two engines.

It will thus be seen that five engines are installed in the ship; these
are all of the same type and horse-power, namely, 250 horse-power
Sunbeam. R 33 was constructed by Messrs. Armstrong Whitworth Ltd.,
while her sister ship R 34 was built by Messrs. Beardmore on the Clyde.

In the spring of 1918, R 33 and R 34 carried out several flight trials,
and though various difficulties were encountered both with the engines
and also with the elevator and rudder controls, it was evident that,
with these defects remedied, each of these ships would prove to be
singularly reliable.

On one of these trials made by R 34, exceedingly bad weather was
encountered, and the airship passed through several blinding
snowstorms; nevertheless the proposed flight of some seventeen hours
was completed, and though at times progres