R101 - Knowledge

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implied that there had been no particular cause for alarm a few minutes before the crash. The recent change of watch was considered to be a possible contributory factor to the accident, since the new crew would not have had time to get the feel of the airship. It was also considered most unlikely that the accident had been solely caused by a sudden downdraught. A sudden and catastrophic failure was seen as the only explanation. The inquiry discounted the possibility of structural failure of the airframe. The only major fracture found in the wreckage was at the rear of the new framework extension but it was considered that this had either occurred on impact or more probably been caused by the intense heat of the subsequent fire. The inquiry came to the conclusion that a tear had probably developed in the forward cover, this in turn causing one or more of the forward gasbags to fail. Evidence presented by Professor Bairstow showed that this would cause the R101 to become too nose-heavy for the elevators to correct. The want of sufficient altitude was considered by the R101 Enquiry and must be considered given that the aircraft was flying in an area of reducing atmospheric pressure. The same evening, the

457:, and transported to Cardington where they were bolted together. This scheme for a prefabricated structure entailed demanding manufacturing tolerances and was entirely successful, as the ease with which R101 was eventually extended bears witness. Before any contracts for the metalwork were signed, an entire bay consisting of a pair of the 15-sided transverse ring frames and the connecting longitudinal girders was assembled at Cardington. After the assembly had passed loading tests, the individual girders were then tested to destruction. The structure of the airframe was innovative: the ring-shaped transverse frames of previous airships had been braced by radial wires meeting at a central hub, but no such bracing was used in R101, the frames being stiff enough in themselves. However, this resulted in the structure extending further into the envelope, thereby limiting the size of the gasbags. 1099: 865:, removing two water ballast tanks, and removing the servo mechanism for the rudder and elevators. Letting the gasbags out would gain 3.18 tons extra lift, although Michael Rope considered this unwise, since there were thousands of exposed fixings protruding from the girders; chafing of the gasbags would have to be prevented by wrapping these in strips of cloth. To further increase lift, an extra bay of 500,000 cu ft (14,000 m) capacity could be installed. This would deliver an extra nine tons disposable lift. After much consultation, all these proposed measures were approved in December. Letting out the gasbags and the weight-saving measures were begun. Delivery by Boulton & Paul of the metalwork for the extra bay was expected to take place in June. 882:

to add reinforcement bands along the whole length of the envelope. Further tests undertaken by Rope showed that its strength had deteriorated alarmingly. The original specified strength for the cover was a breaking strain of 700 lb per foot run (10 kN/m): the actual strength of samples was at best 85 lb (1.24 kN/m), while the calculated load at a speed of 76 mph (122 km/h) was 143 lb per foot run (2.09 kN/m). A further inspection of the cover on 2 June found many small tears had developed. An immediate decision was taken to replace the pre-doped cover with a new cover which would be doped after fitting. This would take place following the flights which had been planned for June with the purpose of displaying R101 to the public at the

332:, both of whom had extensive experience with airships, most of them non-rigid. They called for airships of not less than five million cubic feet (140,000 m³) capacity and a fixed structural weight not to exceed 90 tons, giving a "disposable lift" of nearly 62 tons. With the necessary allowance of about 20 tons for the service load consisting of a crew of approximately 40, as well as stores and water ballast, this allowed a possible fuel and passenger load of 42 tons. Accommodation for 100 passengers and tankage for 57 hours' flight was to be provided, and a sustainable cruise speed of 63 mph (101 km/h) and maximum speed of 70 mph (110 km/h) were called for. In wartime, the airships would be expected to carry 200 troops or possibly five 1116:

cause A. H. Leech, the foreman engineer from Cardington, to be thrown from his seat in the smoking room and to wake Chief Electrician Arthur Disley, who was dozing in the switch room next to the chart cabin. As the airship recovered, Disley was roused by Chief Coxswain G. W. Hunt, who then went to the crew quarters, calling out, "We're down, lads" in warning. At the same time, the airship went into a second dive and orders to reduce speed to slow (450 rpm) were received in the engine cars. Before Engineer A. J. Cook, on duty in the left-hand midships engine car, could respond, the airship hit the ground at the edge of a wood outside

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departure from the tower's observation gallery and estimated that two tons had been discharged from the nose and a further ton from the midships tanks. R101 cast off from the mast at 18:36 GMT to a cheer from the crowd which had gathered to witness the event, gently backed from the tower, and, as another ton of ballast was jettisoned, the engines were opened up to about half power and the airship slowly began to climb away, initially heading northeast to fly over Bedford before making a 180° turn to port to pass north of Cardington.

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1929 had estimated a gross lift of 151.8 tons and a total airframe weight, including the power installation, of 105 tons. The actual figures proved to be a gross lift of 148.46 tons and a weight of 113.6 tons. Moreover, the airship was tail-heavy, a result of the tail surfaces being considerably above estimated weight. In this form, a flight to India was out of the question. Airship operations under tropical conditions were made more difficult by the loss of lift in high air temperatures: the loss of lift in

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had to be jettisoned in order to lighten the airship for mooring. This was initially attributed to changes in air temperature during the flight. On the following two days, R101 made two flights, the first to take part in the rehearsal for the RAF display at Hendon and the second to take part in the display itself. These flights revealed a problem with lift, considerable jettisoning of ballast being necessary. During this time, Atherstone was replaced by Captain G.F. Meager, who was normally the

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delayed the move from the shed until 1 October. That evening, R101 slipped the mast for its only trial flight before setting off for India. This lasted 16 hours 51 minutes and was undertaken under near-ideal weather conditions; because of the failure of the oil cooler in one engine, it was not possible to carry out full-speed trials. The flight was curtailed in order to prepare the airship for the flight to India.

970: 874: 919:. Dr. Eckener was concerned that the gas bags would be holed by wearing upon the structure and loss of gas would occur. Von Meister stopped on his way back to the US to visit his mother, and met Lord Thomson to convey Dr. Eckener's offer of technical help. Lord Thomson listened cordially, thanked von Meister, and informed him that padding was being installed which British designers felt would suffice. 923:

for handling. It was suspected that valves could open when the airship rolled heavily or when flapping of the outer cover caused localised low pressure, but after an examination of their operation, F. W. McWade, the Air Inspectorate Department inspector at Cardington, concluded that their operation was satisfactory and they were not likely to have been the cause of any significant loss of gas.

535:, combining two four-cylinder engines which had originally been developed for railway use. In March 1925 these were expected to weigh 3,200 pounds (1,500 kg) and deliver 700 bhp (520 kW) each. Because of the increased weight of each engine, it was decided to use five, resulting in overall power being reduced from 4,200 bhp (3,100 kW) to 3,500 bhp (2,600 kW). 936:

ineffective. He also expressed doubts about the use of padding, considering that it made inspection of the airframe more difficult and would also tend to trap moisture, making corrosion more likely. Outram, who knew little about airships, reacted to this by consulting Colmore, now Director of Airship Development, from whom he received a reassuring reply. The matter was taken no further.

849:. After some delay in finding Cardington owing to fog, R101 was secured to the mast at 17:14, after a flight lasting 30 hours 41 minutes. The only technical problem encountered during the flight was with the pump for transferring fuel, which broke down several times, although subsequent examination of the engines showed that one was on the point of suffering a failure of a 1120:, 2.5 mi (4 km) southeast of Beauvais, and immediately caught fire. The reason for the order to reduce speed is a matter for conjecture because this would have caused the airship to lose dynamic lift and adopt a nose-down attitude. The subsequent inquiry estimated the impact speed at around 13 mph (21 km/h), with the airship between 15° and 25° nose down. 461:

unformulated rules had been explicitly mentioned in the individual specifications for each airship. These new rules called for all lifting loads to be transmitted directly to the transverse frames rather than being taken via the longitudinal girders. The intention behind this ruling was to enable the stressing of the framework to be fully calculated, rather than relying on

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the weather, but not before the politicians had arrived at Cardington: they accordingly embarked and had lunch while the ship rode at the mast, only kept in the air by dynamic lift produced by the 45 mph (72 km/h) wind. Following this, R101 remained at the mast until 30 November, when the wind had dropped enough for it to be walked back into the shed.

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starting engines. A third flight lasting seven hours 15 minutes was made on 1 November, during which it was flown at full power for the first time, recording a speed of 68.5 mph (110.2 km/h): even at full speed it was not found necessary to use the control servos. During this flight, it circled over

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altimeter correction. Sightings by observers reporting very low altitudes across France and the belief by the crew that they were at a safe altitude according to the altimeter could both be true. The question of sufficient altitude was considered by the R101 Enquiry but not the attendant issue of altimeter correction.

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caused considerable movement of the gasbags, the surging being described by Coxswain "Sky" Hunt as being around four inches (ten cm) from side to side and "considerably more" longitudinally. This caused the gasbags to foul the framework, and the resulting chafing caused the gasbags to be holed in many places.

449:, who had extensive experience in the use of steel and had developed innovative techniques for forming steel strip into structural sections. Working to an outline design prepared with the help of data supplied by the NPL, the stress calculations were performed by Cardington. This information was then supplied to 1039:, made its second report to Cardington, confirming the intention to proceed via London, Paris and Narbonne, but making no mention of the engine problem. By that point, the weather had deteriorated, and it was raining heavily. Flying around 800 ft (240 m) above the ground, the airship passed over 1288:

and Dr. Hugo Eckener of the Zeppelin company, before adjourning in order to allow Bairstow and the NPL to perform more detailed calculations based on wind-tunnel tests on a specially made model of R101 in its final form. This evidence was presented over three days ending on 5 December 1930. The final

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The weather forecast on the morning of 4 October was generally favourable, predicting south to south-westerly winds of between 20 and 30 m.p.h. (32 and 48 km/h) at 2,000 ft (610 m) over northern France, with conditions improving over southern France and the Mediterranean. Although

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of other countries. His concern was that the padding on the framework was inadequate to protect the gasbags from chafing, the harnessing having been let out so that they were "hard up against the longitudinal girders", and that any surging of the gasbags would tend to loosen the padding, rendering it

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Concern was also raised over the possibility of loss of gas through the valves, which were of an innovative design by Michael Rope. Airship valves are intended primarily to vent gas automatically if pressure in the cells rises to the point that the bag might rupture; they are also used to adjust lift

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R101 made three flights in June, totalling 29 hours 34 minutes duration. On 26 June, a short proving flight was made, the controls – no longer servo-operated – being described as "powerful and fully adequate". At the end of this flight, the R101 was found to be "flying heavy" and two tons of fuel oil

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side of the airship. It was decided to repair this at the mast and to add more strengthening bands. This was done by the end of the day, but the next day a second, shorter, split occurred. This was dealt with in the same way, and it was decided that if the reinforcing bands were added to the repaired

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The flight for the MPs had been rescheduled for 23 November. With the barometric pressure low, R101 lacked sufficient lift to carry 100 passengers, even though all but a bare minimum of fuel was drained off and the ship lightened by removing all unnecessary stores. The flight was cancelled because of

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On 16 November, it had been planned to carry out a demonstration flight for a party of 100 MPs, a scheme that had been suggested by Lord Thomson in the expectation that few would wish to take advantage of the offer; in the event, it was oversubscribed. The weather on the day was unfavourable, and the

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are quite wrong, but there is no-one in the RAW executive who has got the guts to put their foot down and insist on trials being free of joy-rides". Atherstone's remarks were occasioned by a lunch held on the airship for delegates to a conference on empire legislation, but there were several similar

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On 2 October the press were invited to Cardington to view the finished airship. However, weather conditions made it impossible to take it out of the shed until 12 October, when it was walked out by a ground-handling party of 400. The event attracted a huge number of spectators, with surrounding roads

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The lengthy process of inflating the R101's hydrogen gasbags began on 11 July 1929 and was complete by 21 September. With the airship now airborne and loosely tethered within the shed, it was now possible to carry out lift and trim trials. These were disappointing. A design conference held on 17 June

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for 24 people. Most of the passenger space was on the upper deck, with the smoking room, kitchen and washrooms, crew accommodation, as well as the chart room and radio cabin on the lower deck. The control car was immediately under the forward section of the lower deck and was reached by a ladder from

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and also to equalise pressure between the outside and inside, was also innovative. A series of flap-valves were situated at the nose and stern of the airship cover (those at the nose are clearly visible in photographs) to allow air to enter when the airship was descending, while a series of vents was

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The specifications drawn up in 1924 by the Committee for the Safety of Airships had based weight estimates on the then-existing rules for airframe strengths. However, the Air Ministry Inspectorate introduced a new set of rules for airship safety standards in late 1924 and compliance with these as-yet

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salvaged what they could of the wreckage, the work continuing through 1931. Although it was stipulated that none of the wreckage should be kept for souvenirs, Wards made small dishes impressed with the words "Metal from R101", as they frequently did with the metal from ships or industrial structures

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carried in the control car on contact with water, electrostatic discharge or a fire in one of the engine cars, which carried petrol for the starter engines. All that is certain is that it caught fire almost at once and burned fiercely. In the extreme heat, the fuel oil from the wreck soaked into the

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from which it slowly recovered, probably losing around 450 ft (140 m). As it did so, Rigger S. Church, who was returning to the crew quarters to come off duty, was sent forward to release the forward emergency ballast bags, which were locally controlled. This first dive was steep enough to

1095:, a distinctive hilltop town that would have been readily recognisable to the navigation officer, Squadron Leader E. L. Johnston. Accordingly, R101 changed course: the new course would take it directly over the 770 ft (230 m) Beauvais Ridge, an area notorious for turbulent wind conditions. 1070:

An update of the meteorological situation was received at 20:40. The forecast had deteriorated severely, south-westerly winds of up to 50 mph (80 km/h) with low cloud and rain being predicted for northern France, and similar conditions over central France. That this caused concern on board

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Despite the lack of full endurance and speed trials, and the fact that a proper investigation of the aerodynamic consequences of the extension had not been fully completed by the NPL, a Certificate of Airworthiness was issued on 2 October, the Inspectorate expressing their complete satisfaction with

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R101 entered its shed for the extension on 29 June. At the same time, the gasbags were given a complete overhaul, two of the engines were replaced by the adapted engines capable of running in reverse, and most of the cover was replaced. The original cover was left in place between frames 3 and 5 and

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on R100. Meager was "alarmed" by the heaviness of R101, as after 10 hours of flight, R100 would have been considerably light due to fuel consumption. Meager observed that it was the first time he had "the wind up" in an airship. He had dropped a ton of ballast, and in order to weigh off the R101 for

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R101's outer cover was also giving cause for concern. An inspection on 20 January 1930 by Michael Rope and J. W. W. Dyer, head of the Fabric Section at Cardington, revealed serious deterioration of the fabric on the top of the airship in areas where rainwater had accumulated, and a decision was made

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were not used, without any difficulty being experienced in controlling the airship. A second flight lasting nine hours 38 minutes followed on 18 October, with Lord Thomson among the passengers, after which R101 was briefly returned to the shed to enable some modifications to be made to the

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The flying programme was influenced by the Air Ministry's need to generate favourable publicity, illustrating the political pressures which weighed upon the programme. Noël Atherstone, the first officer, commented in his diary on 6 November: "All these window-dressing stunts and joy-rides before she

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Diesel fuel was contained in tanks in the transverse frames, the majority of the tanks having a capacity of 224 imp gal (1,018 L). A mechanism was provided for dumping fuel directly from the tanks in an emergency. By the use of tankage provided for weight compensation, when travelling

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linen panels for much of its covering, rather than lacing undoped fabric into place and then applying dope to shrink it. In order to reduce the area of unsupported fabric in the covering, the design alternated the main longitudinals with non-structural "reefing booms" mounted on kingposts which were

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The Zeppelin Company purchased five tons of duralumin from the wreck. The airship's competitor, R100, despite a more successful development programme and a satisfactory, although not entirely trouble-free, transatlantic trial flight to Canada and back, was grounded immediately after the R101 crash.

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The cause of the fire was not established. Several hydrogen airships had crashed in similar circumstances without catching fire. The inquiry thought that it was most probable that a spark from the airship's electrics had ignited escaping hydrogen, causing an explosion. Other suggestions put forward

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While the initial flight trials were being carried out, the design team examined the lift problem. Studies identified possible weight savings of 3.16 tons. The weight-saving measures included deleting twelve of the double-berth cabins, removing the reefing booms from the nose to frame 1 and between

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design office. Apart from the implications for the airframe weight, one effect of these regulations was to force both teams to contrive a new system of harnessing the gasbags. R101's patented "parachute" gasbag harnessing, designed by Michael Rope, proved less than satisfactory, permitting the bags

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At the time, the Imperial Airship Scheme was a controversial project because of the large sums of public money involved and because some doubted the utility of airships. Subsequently, there has been controversy about the R101's merits. The extremely poor relationship between the R100 team and both

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The possibility of the crash having been the result of a prolonged loss of gas caused by leakage or loss through the valves was discounted since this explanation did not explain the airship's behaviour during its last moments: moreover the fact that the officers on duty had changed watch routinely

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At about 19:06, the duty engineer in the aft engine car reported an apparent oil pressure problem. At 19:16, he shut the engine down, and after a short discussion with the chief engineer, work began to replace the oil gauge, since there was nothing apparently wrong with the engine. With one engine

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Fine rain was beginning to fall when, at dusk, with all the crew and passengers aboard, R101 readied for departure. Under the illuminating spotlights, the jettisoning of water ballast to bring the airship into trim was clearly visible. Squadron Leader Booth, the commander of R100, was watching the

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for manoeuvring during docking. The torsional resonance caused the hollow metal blades of the reversing propellers to develop cracks near the hubs, and as a short-term measure, one of the engines was fitted with a fixed-pitch reverse propeller, consequently becoming dead weight under normal flight

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on its publication in 1954 and was misleadingly promoted as containing sensational revelations, and the accuracy of his account is a cause of contention among airship historians. Barnes Wallis later expressed scathing criticism of the design although they may in part reflect personal animosities.

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and at 21:40 transmitted a progress report back to Cardington, mentioning that recovery of rainwater into the ballast tanks was taking place but again not reporting the engine problem. At 22:56 the aft engine was restarted. By now the wind had risen to about 44 mph (71 km/h) with strong

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which was to be held in London. The entire programme was intended to improve communication with the Empire, and it was hoped that the flight would generate favourable publicity for the airship programme. The final trial flight of R101 was originally scheduled for 26 September 1930, but high winds

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The inquiry considered that it was "impossible to avoid the conclusion that the R101 would not have started for India on the evening of October 4th if it had not been that matters of public policy were considered as making it highly desirable that she should do so", but considered this to be the

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Forty-six of the fifty-four passengers and crew were killed immediately. Church and Rigger W. G. Radcliffe survived the crash but later died in hospital in Beauvais, bringing the total of dead to forty-eight. Of the six eventual survivors, four (including Cook) were engineers in the engine cars

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As an experimental aircraft, R101 had been operating under a temporary "Permit to Fly", the responsibility of McWade. On 3 July, bypassing his immediate superior, McWade wrote a letter to the Director of Aeronautical Inspection, Lieutenant-Colonel H. W. S. Outram, expressing his unwillingness to

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were forecast. On 11 November, the wind touched 83 mph (134 km/h), with a maximum gust speed of 89 mph (143 km/h). Although the ship's behaviour at the mast gave cause for a good deal of satisfaction, there was nevertheless some cause for concern. The movement of the ship had

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was encountered above 950 rpm, limiting the engine to a maximum of 935 rpm, giving an output of only 650 bhp (485 kW) with a continuous power rating at 890 rpm of 585 bhp (436 kW). The engine was also considerably above estimated weight, at 4,773 lb (2,165 kg), over

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Confirmation of the poor state of the cover came on the morning of 23 June, when R101 was walked out of the shed. It had been at the mast for less than an hour in a moderate wind when an alarming rippling movement was observed, and shortly afterwards a 140 ft (43 m) split in the cover

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locally operated, but the main ballast was held in tanks connected by pipes so that ballast could be transferred from one to another to alter the airship's trim using compressed air. The arrangement for ventilating the interior of the envelope, necessary both to prevent any build-up of escaped

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There were other innovative design features. Previously, ballast containers had been made in the form of leather "trousers", and one or other leg could be opened at the bottom by a cable-release from the control car. In R101, the extreme forward and aft ballast bags were of this type, and were

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An extremely-optimistic timetable was drawn up, with construction of the government-built R101 to begin in July 1925 and be complete by the following July, with a trial flight to India planned for January 1927. In the event, the extensive experimentation that was necessary delayed the start of

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The inquiry examined most aspects of the design and construction of R101 in detail, with particular emphasis on the gasbags and the associated harnessing and valves, although very little examination of the problems that had been encountered with the cover was made. All the technical witnesses

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at Frankfurt was reading 400 feet high. A similar error over France would have put the R101 400 feet lower than her intended height. The altimeter could have been corrected while flying across the channel by timing the flare drop before ignition, but over France there was no way to determine

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The entire airship programme was under the direction of the Director of Airship Development, Group Captain Peregrine Fellowes, with Colmore acting as his deputy. Lieutenant-Colonel Richmond was appointed Director of Design: later he was credited as "Assistant Director of Airship Development

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After trial flights and subsequent modifications to increase lifting capacity, which included lengthening the ship by 46 ft (14 m) to add another gasbag, the R101 crashed in France during its maiden overseas voyage on 5 October 1930, killing 48 of the 54 people on board. Among the

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to surge unduly, particularly in rough weather. This caused the gasbags to chafe against the structure, tearing holes in the fabric. Another effect was that both R100 and R101 had a relatively small number of longitudinal girders in order to simplify the stress calculations.

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after fitting and were therefore thought to be satisfactory, even though an inspection by McWade had found that some areas where reinforcements had been stuck on with a rubber solution were seriously weakened; these areas were further reinforced, using dope as an adhesive.

571:. The other two auxiliary engines drove compressors for the compressed air fuel and ballast transfer system. Before the final flight, one of the petrol engines was replaced by a Beverly heavy oil engine; to lessen the risk of fire, the petrol tanks could be jettisoned. 904:

mooring, Flight Lieutenant Irwin was required to dump 10 tons of water and fuel oil. An inspection of the gasbags revealed a large number of holes, a result of the letting-out of the gasbags which allowed them to foul projections on the girders of the framework.

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which R101 had flown on its tail is on display, along with a memorial tablet, in the church's nave. On 1 October 1933, the Sunday before the third anniversary of the crash, a memorial to the dead near the crash site was unveiled by the side of

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petrol engine for use as a starter motor. Three of these also drove generators to provide electricity when the airship was at rest or flying at low speeds: at normal flight speeds the generators were driven by constant-speed variable-pitch

607:, who were not assigned to watches but were on duty as necessary, and four supernumeraries (three engineers and a radio operator) who were available to provide relief watch keeping if necessary, and an assistant steward, a cook and a 1293:

provided unhesitating endorsement of the airworthiness of the airship prior to its flight to India. An examination was also made of the various operational decisions that had been made before the airship undertook its final voyage.

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At 02:00 the watch was changed, Second Officer Maurice Steff taking over the command from Irwin. R101 was at this point "flying heavy", relying on dynamic lift generated by forward airspeed to maintain altitude, estimated by the

286:, formulated the Imperial Airship Scheme in place of the Burney Scheme. It called for the building of two experimental airships: one, R101, to be designed and constructed under the direction of the Air Ministry, and the other, 1178:. Nearly 90,000 people queued to pay their respects: at one time the queue was half a mile long, and the hall was kept open until 00:35 to admit them all. The following day, a funeral procession transferred the bodies to 526:

six-cylinder heavy-oil engines which were expected to weigh 2,200 lb (1,000 kg) and deliver 600 bhp (450 kW) each. When the development of this engine proved impractical, the use of the eight-cylinder

2726: 1091:, but the estimated wind speed and direction were inaccurate, as a result of which the R101's track was to the east of its intended course. This error would have become apparent when, at about 01:00, R101 passed over 515:) engines were specified by the Air Ministry because the airship was intended for use on the India route, where it was thought that high temperatures would make petrol an unacceptable fire hazard because of its low 430:, who was responsible for the aerodynamic development, found that this shape produced the minimum amount of drag. Safety was a primary concern and this would have an important influence on the choice of engines. 425:

in order to gather data about structural loads and the airflow around a large airship. This data was also made available to Vickers; both airships had the same elongated tear-drop shape, unlike previous designs.

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purposes – was made, carrying 40 passengers, including the Mayor of Bedford and various officials. To accommodate this load, the airship was flown with only a partial fuel and ballast load and was inflated to a

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the mid-day forecast indicated some deterioration in the situation, this was not considered to be alarming enough to cancel the planned voyage. A course was plotted which would take R101 over London, Paris and

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a solid line of cars. The moored airship continued to attract spectators, and it was estimated that more than a million people had made the trip to Cardington to see R101 at the mast by the end of November.

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impersonating a crewmember on the airship; her time with the Doctor leaves him conflicted when he realises that historical records suggest that Charley was meant to die on R101 if he had not saved her.

1494:," the destruction (or non-destruction) of R101 is one of the linchpin events whose occurrence (or non-occurrence) marks a particular branching point of the possible timestream which ends the novel. 817:

flight was rescheduled. The weather then cleared, and on the following day, R101 slipped the mast at 10:33 to carry out an endurance trial, planned to last at least thirty hours. R101 passed over

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The passenger accommodation was spread over two decks within the envelope and as first designed included 50 passenger cabins for one, two, or four people, a dining room for 60 people, two

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For over a year, the R100 remained in its hangar at Cardington whilst the fate of the Imperial Airship programme was decided. In December 1931, the R100 was broken up and sold for scrap.

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A sixth flight was made on 14 November, to test the modifications that had been made to the cooling system and the repairs to the gasbags, carrying a load of 32 passengers, including 10

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in order to tension the covering. The pre-doped fabric proved unsatisfactory from the start, with panels splitting because of humidity changes before the airship had even left its shed.

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to each car. These moved an indicator in the engine car to signal the desired throttle setting and also rang a bell to draw attention to the fact that an order had been transmitted.

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Nevertheless, his listing of Richmond's "overweening vanity" as a major cause of the debacle and the fact that he had not designed it as another say little for his objectivity.

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In addition to the building of the two airships, the Imperial Airship Scheme involved the establishment of the necessary infrastructure for airship operations; for example, the

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at 20:28. The airship's progress, flying with its nose pointing some 30 degrees to the right of its track, was observed by many who braved the rain to watch it pass overhead.

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The French coast was crossed at the Point de St Quentin at 23:36 GMT, around 20 mi (32 km) east of the intended landfall. A new course was set to bring R101 over

386:(Technical)" with Squadron Leader Michael Rope as his assistant. The Director for Flying and Training, responsible for all operational matters for both airships, was Major 156:. When built, it was the world's largest flying craft at 731 ft (223 m) in length, and it was not surpassed by another hydrogen-filled rigid airship until the 907:

When the gasbag restraints were loosened to allow more gas capacity (R101B) it came to the attention of Dr. Eckener. His concern was conveyed to Willy von Meister, the

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during the First World War and had been employed by the Admiralty to copy and improve on the latest German designs from captured rigid airships. The Works had been

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gusts, but a further meteorological report received shortly after the airship had crossed the coast had been encouraging about weather conditions south of Paris.

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At 19:19, having flown 29 mi (47 km) but still only 8 mi (13 km) from Cardington, a course was set for London. At 20:01, R101, by now over

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to the British Air Ministry; and Director of Airship Development, Reginald Colmore. Representing the designers were Lt. Col. V. C. Richmond and Michael Rope.

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Cardington and the Air Ministry created a climate of resentment and jealousy that may have rankled. Nevil Shute Norway's autobiography was serialised by the

778:. These trials were frustrated by pipe breakages in the cooling systems of two of the engines, a problem later solved by replacing the aluminium piping with 1087:, based on an estimated wind direction of 245 degrees and speed of 35 mph (56 km/h). The intended course would have taken R101 four miles west of 414:(then in the process of being transferred to the US as ZR2), naval airship development was stopped and it had been placed on a care and maintenance basis. 328:

Specifications for the airships were drawn up by an Air Ministry committee, whose members included Squadron Leader Reginald Colmore and Lieutenant-Colonel

4080: 2810: 3669: 2150: 2775: 3498: 4751: 4063: 3977: 3313: 2058: 794:

of 500 ft (150 m). In Atherstone's words, it "staggered round the vicinity of Bedford for a couple of hours" before returning to the mast.

547:

double the initial estimate. Some of this excess weight was the result of the failure to manufacture a satisfactory lightweight aluminium crankcase.

3396: 1838: 3653: 2927: 1979: 1447: 3919: 1277: 555:

conditions. For the airship's final flight, two of the engines were adapted to be capable of running in reverse by a simple modification of the

3515: 1151:

In what was described as "French homage to Britain's dead in the great airship R101 disaster" the dead crew and passengers were transported on

4217: 1930: 3849: 3844: 1875: 1202:, Suffolk, was built in 1931 in memory of Squadron Leader Michael Rope, who was a Catholic. Suspended from the nave roof is a model of R101. 3874: 3869: 3864: 3859: 3756: 782:. It returned to Cardington around 09:00, the mooring operation ending in a minor accident, damaging one of the reefing booms at the bow. 4695: 3784: 237: 1166:

The bodies were then returned to the UK, and on Friday 10 October a memorial service took place at St Paul's Cathedral while the bodies

4440: 618:

The control car was occupied by the duty officer of the watch and the steering and altitude coxswains, who respectively controlled the

441:

An early decision had been made to construct the primary structure largely from stainless steel rather than lightweight alloys such as

233: 3526: 1370: 357: 171:, the Air Minister who had initiated the programme, senior government officials, and almost all the dirigible's designers from the 4731: 4209: 833:. During the night, a series of turning trials were made over the Irish Sea, after which the airship was flown south to fly over 4298: 3169: 998: 283: 168: 2076: 1098: 3635: 3611: 3572: 3418: 3389: 3374: 1895: 948:

A schedule was drawn up by the Air Ministry for R101 to undertake the flight to India in early October, to coincide with the

751: 244:

Scheme of 1922 had proposed a civil airship development programme to be carried out by a specially-established subsidiary of

4290: 957:

the condition of R101 and the standards to which the remedial work had been carried out. The certificate was handed over to

453:

and his team at Boulton and Paul, who designed the metalwork. The individual girders were fabricated by Boulton and Paul in

4118: 3059: 271: 261: 3085: 1284:. The inquiry, held in public, opened on 28 October and spent 10 days taking evidence from witnesses, including Professor 1071:

is demonstrated by the request for more detailed information, which was transmitted at 21:19, by which time R101 was near

630:. The engines were individually controlled by an engineer in each of the engine cars, orders being given by an individual 4746: 4025: 3558: 1335: 1186:

village for burial in a common grave in the cemetery of St Mary's Church. A monument was later erected, and the scorched

766:. On 2 November the first night flight was made, slipping the mast at 20:12 before heading south to fly over London and 3241: 3205: 3095: 3035: 1422: 990: 611:

boy who were on duty as required between 06:30 and 21:30. The minimum crew requirement, as specified in the airship's

4523: 4314: 3536: 3491: 3476: 3461: 3446: 3359: 1905: 1255: 1075:, Kent. It is possible that an alternative course was being considered. At 21:35 R101 crossed the English coast near 3729: 1675: 4464: 4001: 3749: 2575: 418: 4201: 343:, who had extensive experience of rigid airship design and later became famous for the geodetic framework of the 144:, a British government programme to develop civil airships capable of service on long-distance routes within the 3693: 4657: 4582: 1647:

This decision to incorporate a single-purpose engine astonished Shute and the other engineers on the R100 team.

1273: 1237: 152:–appointed team and was effectively in competition with the government-funded but privately designed and built 733:, returning to Cardington after a flight lasting five hours 40 minutes. During this flight the 4456: 3677: 2909: 2818: 2160: 550:

The original intention had been to fit two of the engines with variable-pitch propellers in order to provide

532: 2767: 1326:

result of all concerned being eager to prove the worth of R101, rather than direct interference from above.

1322:

ground and caught fire; it was still burning when the first party of officials arrived by air the next day.

575:

with a light passenger load a total fuel load of 10,000 imp gal (45,000 L) could be carried.

196: 4574: 4413: 4405: 3839: 3834: 3829: 3809: 3804: 3799: 3794: 928: 706: 3508: 3321: 3143: 2173: 2048: 4606: 4590: 4488: 3742: 3734: 1394: 351:. His principal assistant (the "Chief Calculator"), Nevil Shute Norway, later well known as the novelist 4633: 3661: 2959: 2937: 1969: 1951: 1850: 1346: 791: 3771: 1044: 1006: 908: 646:

with windows down the sides of the airship, a spacious lounge of 5,500 square feet (510 m) and an

355:, later gave his account of the design and construction of the two airships in his 1954 autobiography, 253: 4163: 4357: 1618: 1281: 697:(then part of British India) was estimated to be as much as 11 tons for an airship the size of R101. 612: 179: 2212: 4531: 1187: 1183: 1032:

stopped, airspeed was reduced by around 4 mph (6 km/h) to 58.7 mph (94.5 km/h)

958: 900: 395: 310: 3969: 2544: 666:" instead of the intended glass, and one set was removed as part of later weight-saving measures. 445:. The design of the primary structure was shared between Cardington and the aircraft manufacturer 4741: 4736: 4676: 3939: 1373:, together with members of the Airship Heritage Trust, unveiled a memorial plaque to the R101 in 1226: 1060: 504: 390:, who had developed the design of the mooring masts that were to be built. Work was based at the 215: 141: 3027: 365:

construction of R101 until early 1927. R100 was also delayed, and neither flew until late 1929.

325:

had to be designed and built, and the meteorological forecasting network extended and improved.

4649: 4625: 4598: 4547: 4421: 4263: 3581: 1374: 1179: 912: 726: 631: 623: 421:(NPL). As part of this programme, the Air Ministry funded the costs of refurbishing and flying 329: 61: 3297: 3229: 3195: 417:

R101 was to be built only after completion of an extensive research and test programme by the

4515: 4448: 4389: 4373: 4365: 4349: 4322: 4306: 4072: 3118: 1487: 1233: 1175: 1112: 722: 446: 93: 20: 587:

of 13 men under the officer of the watch, this duty being divided among the three principal

499: 4641: 4566: 4397: 4282: 4035: 3854: 3814: 3789: 3503: 2963: 2932: 2912: 2177: 2155: 2052: 1973: 1955: 1459: 1152: 806: 539: 387: 291: 658:

Walls were made of doped linen painted in white and gold. Weight-saving measures included

178:

The crash of R101 effectively ended British airship development, and was one of the worst

8: 3884: 3879: 3824: 1722: 1434: 1318: 1111:

as at least 1,000 ft (300 m) above the ground. At about 02:07 R101 went into a

1009: 978: 949: 391: 183: 172: 66: 4381: 4134: 3264: 2996: 182:

of the 1930s. The loss of 48 lives was more than the 36 killed in the much better-known

4225: 3894: 3621: 3022:

Doctor Who FAQ: All That's Left to Know About the Most Famous Time Lord in the Universe

3020: 2520: 1491: 1269: 1143:

outside the hull; Leech and Disley were the only survivors from within the main cabin.

861:

frames 13 to 15 at the tail, replacing the glass windows of the observation decks with

759: 344: 4182: 3714: 519:. A petrol explosion had been a major cause of fatalities in the loss of R38 in 1921. 224:

to provide passenger and mail transport from Britain to the most distant parts of the

4480: 3924: 3904: 3899: 3631: 3607: 3568: 3554: 3532: 3487: 3472: 3457: 3442: 3414: 3385: 3370: 3355: 3237: 3201: 3091: 3031: 1901: 1568: 1468: 1426: 1418: 1315: 1192: 739: 663: 588: 528: 523: 450: 422: 411: 333: 279: 241: 191: 157: 1425:), which tells of a purported psychic vision of the disaster years before by medium 850: 809:

with a special interest in aviation and a party of Air Ministry officials headed by

758:, then to Norwich over Boulton & Paul's works and aerodrome before returning by 4472: 4155: 4126: 3889: 3507:. Vol. XXI, no. 1085. 11 October 1929. pp. 1088–1095. Archived from 2895:"Outline of Progress, Commemorating 75 Years Industrial Service, 1878–1953, p. 17." 2771: 2073: 1285: 1171: 1108: 1092: 1040: 994: 838: 786: 608: 604: 275: 2711:

Latitude and longitude: 52.119524 -000.416366 (visible in Google Earth); see also

1505:

features both the R101 and its hangar, both on the artwork and on the title track.

1334:

The crash of R101 ended British interest in dirigibles during the pre-war period.

3578: 3434: 2730: 2080: 2062: 1983: 1698: 1463: 1403: 1002: 883: 822: 810: 627: 568: 407: 245: 2936:. Vol. XXIII, no. 1198. 11 December 1931. p. 1210. Archived from 2159:. Vol. XXII, no. 1135. 26 September 1930. p. 1076. Archived from 770:

before attempting a speed trial over a 43 mi (69 km) circuit over the

491:

arranged around the circumference amidships to allow air to exit during ascent.

4711: 4539: 4496: 4330: 2817:. Vol. XXII, no. 1102. 12 December 1930. p. 1446. Archived from 1623: 1414: 1361: 1167: 916: 734: 730: 643: 600: 551: 403: 378: 225: 145: 3719: 3676:. Vol. XXII, no. 1137. 10 October 1930. p. 1107. Archived from 1897:

Cold War Submarines: The Design and Construction of U.S. and Soviet Submarines

290:, to be built by a Vickers subsidiary, the Airship Guarantee Company, under a 4725: 3929: 3914: 3521: 3484:

Airshipmen Businessmen and Politics 1890–1940, Smithsonian Institution Press.

3320:. Vol. XXI, no. 1093. 6 December 1929. p. 1276. Archived from 2755: 2712: 1572: 1399: 1128: 1117: 941: 775: 563: 512: 474: 348: 340: 257: 248:

with the support of the British government. The scheme drew support from the

240:, since the distances were then too great for heavier-than-air aircraft. The 229: 137: 77: 3660:, vol. XX, no. 1040, pp. 88–98 (1020e-1020p), archived from 3599: 3406: 1476: 1350:

Dish made from salvaged metal from R101, created by Thos. W. Ward Ltd, 1931

1056: 747: 651: 584: 399: 306: 264: 249: 149: 3764: 1923:"Inspiration | Women in Aviation, the female inventor of the 'Lyon Shape'" 1480: 1455: 1439: 1198:

The Church of the Holy Family and St Michael, a Roman Catholic church in

1134: 1036: 662:

furniture and aluminium cutlery. The promenade windows were lightweight "

516: 352: 1195:

near Allonne. There is also a memorial marker on the actual crash site.

1123: 986: 927:

recommend either an extension to the permit or the granting of the full

825:

before crossing the coast and flying over the North Sea as far north as

267:'s government decided it could not afford to support the Burney Scheme. 1725:

Airship Heritage Trust via Airshipsonline.com. Retrieved: 23 July 2008.

1388: 1240: in this section. Unsourced material may be challenged and removed. 1052: 767: 543: 427: 299: 203: 3625: 1766:

The Royal Air Force – Volume 2: An Encyclopedia of the Inter-War Years

1127:

Unveiling of the memorial to the victims of the R101 disaster outside

3779: 3119:"Curly's Airships – Judge Smith – Songs, Reviews, Credits – AllMusic" 1498: 1339: 1296: 1182:

through streets crowded with mourners. The bodies were then taken to

1072: 1064: 1048: 891: 826: 763: 713:

R101 made its first flight on 14 October. After a short circuit over

592: 479: 462: 442: 373: 295: 220:

R101 was built as part of a British government initiative to develop

3726:

footage of the R101, probably of the test flight on 12 October 1929.

1215: 895:

area the scheduled appearance at the Hendon Air Show could be made.

583:

In normal service, R101 carried a crew of 42. This consisted of two

3999: 3723: 1199: 1156: 1088: 1076: 1043:

before changing course slightly at the landmark clock tower of the

1021: 1017: 932: 842: 743: 647: 596: 556: 487: 466: 322: 940:

in two of the bays at the tail. These parts of the cover had been

1879: 982: 981:

on the evening of 4 October 1930 for its intended destination of

846: 830: 714: 694: 684: 454: 433: 318: 314: 221: 969: 189:

of 1937, though fewer than the 52 killed in the French military

3819: 3170:"Bruce Dickinson (Iron Maiden) : la générosité dans l'âme" 1794: 1792: 1005:, Director of Civil Aviation; Squadron Leader William Palstra, 873: 862: 834: 779: 771: 755: 718: 659: 619: 4102: 2701:. No. 45641. London. 11 October 1930. col C, p. 12. 2284:. No. 45335. London. 16 October 1929. col C, p. 14. 1429:, and a seance with the deceased officers after the disaster. 1160: 1138:

A plaque in the Palace of Westminster commemorating the crash

931:

which would be necessary before the airship could fly in the

3627:

Fatal Flight: The True Story of Britain's Last Great Airship

2308:. No. 45350. London. 2 November 1929. col D, p. 9. 1789: 886:; for these flights, the cover would be further reinforced. 531:

was proposed instead. This was an engine being developed by

3957: 3947: 2745:

Latitude and longitude: 49°24'16.09"N 2° 7'19.05"E

1084: 818: 798: 287: 153: 3384:

Walton-on-Thames, UK: Michael Joseph, Third Edition 1975.

2754:

Latitude and Longitude: 49.390650 002.110709 as stated at

1543:

140 ft 0 in (42.67 m) including control car

562:

Each engine car also contained a 40 bhp (30 kW)

961:, the ship's captain, on the day of its flight to India. 3197:

The Complete Monty Python's Flying Circus: All the Words

2103: 2101: 1509: 4757:

Accidents and incidents involving balloons and airships

1970:"His Majesty's Airship R100: The construction of R101." 37: 4708:

Includes overseas departments and overseas territories

3765:

British Admiralty and Imperial Airship Scheme airships

3544:

The Airship: Its Design, History, Operation and Future

3234:

The Year's Best Science Fiction: 7th Annual Collection

1479:

sketch "Historical Impersonations" features Napoleon (

911:

representative in the United States, who was visiting

465:

accumulated data, as was contemporary practice at the

252:, which sought more airships and a base in India. The 2098: 3333: 3331: 3298:"R101 Certificate of Airworthiness, 2 October 1930." 2067: 1432:

R101 is the subject of the rock opera ("songstory")

522:

Initial calculations were based on the use of seven

42:

R101 on the day of its first flight, 14 October 1929

1700:

Popular Science Monthly: Keeping Pace with Aviation

1159:past several thousand onlookers, with an escort of 3354:Lavenham, Suffolk, UK: Terence Dalton Ltd., 1984. 3200:. Vol. 1. Pantheon Books. 1989. p. 170. 3019: 1369:On 27 November 2014, 84 years after the disaster, 3439:To Ride The Storm: The Story of the Airship R101. 3328: 4723: 3563:Venty, Arthur Frederick and Eugene M. Kolesnik. 2843:G.T. Foulis & Co Ltd, London, UK 1961, p 315 2521:"The British Airship R101 over Hinckley in 1930" 1703:. Bonnier Corporation. January 1930. p. 41. 3730:List of documents held at the National Archives 3720:Britain's Million-Pound Monster Comes to London 3293: 3291: 3026:. Applause Theatre & Cinema Books. p. 1398:is set aboard R101 during its voyage, with the 282:administration to power, the new Air Minister, 202:crashed in the Atlantic Ocean off the coast of 3518:London: HMSO, 1931. via www.bedfordraob.org.uk 3057: 4088: 3985: 3750: 3546:. London: Samson Low, Marston & Co, 1931. 3011: 2032: 2030: 1608:4,000 mi (6,437 km, 3,500 nmi) 1549:5,509,753 cu ft (156,018.8 m) 1448:Britain's Greatest Machines with Chris Barrie 3658:The Aircraft Engineer (Supplement to Flight) 3567:. Poole, Dorset, UK: Blandford Press, 1982. 3288: 2540: 2538: 2536: 2534: 2206: 3691: 3411:The Millionth Chance: The Story of the R101 3167: 2770:. Catholic Trust for England and Wales and 2760: 1893: 1581:2-bladed, 16 ft (4.9 m) diameter 1055:to cross the Thames in the vicinity of the 797:Two days later, the wind began to rise and 785:On 8 November, a short flight – purely for 603:, the chief wireless officer and the chief 503:Beardmore Tornado engine on display in the 4441:Pakistan International Airlines Flight 712 4103:Aviation accidents and incidents in France 4095: 4081: 3992: 3978: 3757: 3743: 3431:G.T. Foulis & Co Ltd, London, UK 1961. 2756:https://welweb.org/ThenandNow/R-101-2.html 2713:https://welweb.org/ThenandNow/R-101-2.html 2027: 1894:Polmar, Norman; Moore, Kenneth J. (2004). 2531: 1472:, is about the R101 and its final flight. 1445:R101 has been featured in the TV series, 1256:Learn how and when to remove this message 993:, under the command of Flight Lieutenant 368: 4752:Aviation accidents and incidents in 1930 3551:Airship: Design Development and Disaster 3527:Slide Rule: Autobiography of an Engineer 3397:"R101: The Kesgrave Connection" (Essay). 3168:Lombardelli, Tiphaine (12 August 2015). 3144:"Britain's Greatest Machines with Chris" 3017: 2134: 1849:(3): 35. 15 January 1915. Archived from 1693: 1691: 1596:71 mph (114 km/h, 62 kn) 1345: 1300:NPL diagram of possible R101 flight path 1295: 1133: 1122: 1097: 968: 872: 683: 595:, the meteorological officer, the chief 498: 432: 372: 358:Slide Rule: Autobiography of an Engineer 3651: 3620: 3227: 3083: 2768:"Kesgrave – Holy Family and St Michael" 2611: 2609: 2257: 2255: 1602:63 mph (101 km/h, 55 kn) 1289:report was presented on 27 March 1931. 4724: 4696:Touques Airbus AS350B helicopter crash 4218:KLM Fokker F.III Forêt de Mormal crash 3598: 3405: 2997:"Airshipsonline R101 Plaque unveilled" 1660: 877:R101 at the mooring mast at Cardington 669: 578: 4076: 3973: 3738: 3471:London: Longman, 1982 (2nd edition). 3429:The British Rigid Airship, 1908-1931. 2841:The British Rigid Airship, 1908–1931. 1718: 1716: 1714: 1712: 1710: 1688: 1531:777 ft 0 in (236.8 m) 1510:Specifications (R101 after extension) 1409:R101 figured prominently in the book 1380: 841:) before returning to Cardington via 752:previous Secretary of State for Air's 260:of which it was very short. However, 2778:from the original on 20 October 2021 2724:"R101 Victims Funeral and Memorial." 2606: 2252: 1575:(2 reversing), 585 hp (436 kW) each 1268:The Court of Inquiry was led by the 1238:adding citations to reliable sources 1209: 127:Crashed and burnt out 5 October 1930 3369:New York: Putnam & Sons, 1979. 3236:. St. Martin's Press. p. 545. 3058:John G. Fuller (21 February 1978). 1451:on the National Geographic Channel. 1205: 591:. In addition there were the chief 410:in 1919, but after the loss of the 195:in 1923 and the 73 killed when the 13: 3592: 3486:Washington D.C. and London, 1991. 1707: 1555:257,395 lb (116,857 kg) 1537:131 ft 4 in (40 m) 1001:, Secretary of State for Air; Sir 837:(the home town of R101's Captain, 813:, the Director of Civil Aviation. 148:. It was designed and built by an 14: 4768: 4524:Inex-Adria Aviopromet Flight 1308 4299:Air France SNCASE Languedoc crash 3685: 3652:Poulsen, C M (29 November 1928), 3531:London: William Heinemann, 1954. 2151:"R101 Has Two Reversible Engines" 1276:, assisted by Lieutenant-Colonel 1020:, crossing the French coast near 140:completed in 1929 as part of the 4002:Aviation accidents and incidents 3692:Tim Harford (29 November 2019). 3654:"Building the structure of R101" 3306: 3279: 3257: 3221: 3188: 3161: 3136: 3111: 3077: 3051: 2989: 2980: 2971: 2953: 1920: 1561:55,268 lb (25,069 kg) 1214: 637: 339:Vickers' design team was led by 163:was launched seven years later. 36: 4119:Jean-François Pilâtre de Rozier 3670:"The Loss of H.M. Airship R101" 3343: 2944: 2920: 2903: 2888: 2876: 2867: 2858: 2846: 2833: 2803: 2790: 2748: 2739: 2717: 2705: 2690: 2678: 2666: 2654: 2645: 2636: 2627: 2618: 2597: 2588: 2569: 2557: 2513: 2501: 2492: 2480: 2468: 2459: 2450: 2441: 2432: 2423: 2414: 2405: 2393: 2384: 2375: 2366: 2363:Masefield 1982, pp. 146–47 2357: 2348: 2339: 2330: 2321: 2312: 2297: 2288: 2273: 2264: 2243: 2234: 2225: 2197: 2185: 2167: 2143: 2122: 2110: 2089: 2042: 2018: 2006: 1997: 1988: 1963: 1945: 1914: 1887: 1869: 1857: 1831: 1822: 1819:Masefield 1982, pp. 204–05, fn. 1813: 1804: 1780: 1641: 1466:and featured on the 2015 album 1225:needs additional citations for 964: 829:, where it turned west towards 256:added that it would forgo some 4732:Airships of the United Kingdom 4658:XL Airways Germany Flight 888T 4583:Lufthansa CityLine Flight 5634 4210:Air Union Farman Goliath crash 4026:Air Union Farman Goliath crash 3456:London: William Kimber, 1970. 3441:London: William Kimber, 1982. 3060:"The Airmen Who Would Not Die" 2318:Masefield 1982, pp. 13–15 2074:"Boulton and Paul – the R101." 1952:"Division of the Design Work." 1839:"Royal Air Force Intelligence" 1771: 1758: 1749: 1740: 1728: 1669: 1525:42 (final flight) (15 minimum) 1377:in the Palace of Westminster. 1: 3890:23-class (23r, 24r, 25r, R26) 3516:"Report of the R101 Inquiry." 3454:My Airship Flights 1915–1930. 3367:The Airman Who Would Not Die. 3314:"His Majesty's Airship R 100" 2864:Chamberlain 1984, pp. 174–78. 2194:11 October 1929, pp. 1093–94. 1629: 1314:included the ignition of the 209: 136:was one of a pair of British 4714:, now an independent country 4575:Trans-Air Service Flight 671 3895:R23X-class (R27,R28,R29,R30) 3232:. In Dozois, Gardner (ed.). 1654: 1411:The Airmen Who Would Not Die 1329: 1146: 929:Certificate of Airworthiness 613:Certificate of Airworthiness 419:National Physical Laboratory 7: 4607:Proteus Airlines Flight 706 4591:Airbus Industrie Flight 129 4489:Turkish Airlines Flight 981 4465:Paris Air Show Tu-144 crash 3469:Barnes Wallis: A Biography. 3382:The World's Worst Aircraft. 2900:Retrieved: 27 October 2012. 2525:www.hinckleypastpresent.org 2498:Masefield 1982, pp. 301–02. 2231:Masefield 1982, pp. 475–76. 2203:Masefield 1982, pp. 517–19. 2057:29 November 1929, p. 1094. 1612: 1102:R101 memorial in Cardington 985:, via a refuelling stop at 721:, where it passed over the 294:. They were nicknamed the " 10: 4773: 4747:1930 in the United Kingdom 4315:Hijacking of the FLN plane 4291:Tête de l'Obiou C-54 crash 4202:Picardie mid-air collision 3715:The Airship Heritage Trust 3701:Cautionary Tales Episode 4 3630:. Articulate Noise Books. 3452:Meager, Captain George F. 3402:Retrieved: 27 August 2010. 2883:Report of the R101 Inquiry 2853:Report of the R101 Inquiry 2736:Retrieved: 5 October 2012. 2673:Report of the R101 Inquiry 2661:Report of the R101 Inquiry 2585:Retrieved: 27 August 2010. 2564:Report of the R101 Inquiry 2554:Retrieved: 27 August 2010. 2508:Report of the R101 Inquiry 2487:Report of the R101 Inquiry 2475:Report of the R101 Inquiry 2400:Report of the R101 Inquiry 2261:Masefield 1982, pp. 131–32 2249:Masefield 1982, pp. 109–14 2222:Retrieved: 27 August 2010. 2213:"Airships: R101 Interior." 2117:Report of the R101 Inquiry 2086:Retrieved: 27 August 2010. 2037:Report of the R101 Inquiry 2013:Report of the R101 Inquiry 2003:Morpurgo 1982, pp. 132–33. 1799:Report of the R101 Inquiry 1735:Report of the R101 Inquiry 1685:Retrieved: 27 August 2010. 1497:The progressive rock band 1371:Baroness Smith of Basildon 1343:on which they had worked. 1045:Metropolitan Cattle Market 909:Deutsche Zeppelin-Reederei 674: 626:using wheels similar to a 494: 402:, which had been built by 213: 18: 4706: 4687: 4668: 4617: 4558: 4507: 4432: 4341: 4274: 4255: 4236: 4193: 4174: 4147: 4108: 4055: 4017: 3938: 3770: 3694:"The Deadly Airship Race" 3413:. London: Stratus Books. 3107:– via Google Books. 2800:, 28 October 1930, p. 14. 2354:Masefield 1982 pp. 141–45 2327:Masefield 1982 pp. 137–38 2182:11 October 1929, p. 1095. 1978:29 November 1928, p. 88. 1866:10 October 1930, p. 1126. 1619:List of airship accidents 707:Airworthiness Certificate 334:parasite fighter aircraft 123: 115: 107: 102: 92: 84: 72: 60: 52: 47: 35: 30: 4634:Air Caraïbes Flight 1501 4532:Air Littoral Flight 1919 4457:Nantes mid-air collision 4058:the 1920s ◄ 3553:. London: Conway, 2012. 3303:Retrieved: 4 March 2012. 1746:Higham 1961, pp. 283–84. 1634: 302:Airship", respectively. 4677:Germanwings Flight 9525 4406:Air Ferry DC-4 accident 3940:Imperial Airship Scheme 3350:Chamberlain, Geoffrey. 3337:Masefield 1982, p. 477. 3285:Masefield 1982, p. 517. 3087:The Rough Guide to Rock 3084:Buckley, Peter (2017). 3018:Thompson, Dave (2013). 2729:16 October 2012 at the 2651:Masefield 1982, p. 396. 2642:Masefield 1982, p. 389. 2633:Masefield 1982, p. 383. 2624:Masefield 1982, p. 376. 2615:Masefield 1982, p. 373. 2603:Masefield 1982, p. 350. 2594:Masefield 1982, p. 337. 2545:"Airships: R101 Crash." 2465:Masefield 1982, p. 228. 2456:Meyer 1991, pp. 200–01. 2447:Masefield 1982, p. 222. 2438:Masefield 1982, p. 221. 2411:Masefield 1982, p. 213. 2390:Masefield 1982, p. 206. 2381:Masefield 1982, p. 226. 2372:Masefield 1982, p. 151. 2240:Masefield 1982, p. 293. 2095:Masefield 1982, p. 464. 2079:9 November 2009 at the 2024:Masefield 1982, p. 470. 1994:Masefield 1982, p. 457. 1982:5 November 2012 at the 1927:www.wisecampaign.org.uk 1810:Masefield 1982, p. 111. 1786:Masefield 1982, p. 454. 1516:General characteristics 1483:) as the R101 disaster. 1188:Royal Air Force roundel 868: 679: 437:R101 under construction 216:Imperial Airship Scheme 167:passengers killed were 142:Imperial Airship Scheme 4650:Air Moorea Flight 1121 4626:Air France Flight 4590 4599:Air France Flight 8969 4548:Air France Flight 296Q 4422:Air France Flight 1611 3228:Crowley, John (1990). 2986:Morpurgo 1982, p. 187. 2977:Swinfield 2012, p. 141 2950:Swinfield 2012, p. 146 2928:"Breaking Up the R101" 2579:Airship Heritage Trust 2576:"R101 Passenger List." 2548:Airship Heritage Trust 2345:Masefield 1982, p. 128 2336:Masefield 1982, p. 139 2304:"R101 At Full Speed". 2270:Swinfield 2012, p. 262 2216:Airship Heritage Trust 2107:Masefield 1982, p. 69. 1900:. Potomac Books, Inc. 1828:Masefield 1982, p. 51. 1755:Masefield 1982, p. 30. 1679:Airship Heritage Trust 1676:"R101 Passenger List." 1351: 1301: 1139: 1131: 1103: 997:. Passengers included 974: 913:Luftschiffbau Zeppelin 878: 689: 508: 438: 382: 369:Design and development 4516:Aer Lingus Flight 164 4449:Air Inter Flight 696Y 4414:Air France Flight 212 4390:Air Inter Flight 2611 4374:Air France Flight 117 4366:Air France Flight 007 4350:Air France Flight 406 4307:Air France Flight 178 3785:No. 2 (Willows No. 4) 3604:His Majesty's Airship 3352:Airships: Cardington. 2999:. /airshipsonline.com 2294:Masefield 1982 p. 133 2084:norfolkancestors.org. 2061:21 March 2012 at the 1349: 1299: 1176:Palace of Westminster 1137: 1126: 1101: 972: 876: 723:Palace of Westminster 717:, course was set for 687: 502: 436: 376: 272:1923 general election 21:R101 (disambiguation) 16:British rigid airship 4642:Brit Air Flight 5672 4567:Air Inter Flight 148 4398:Air India Flight 101 4358:Derby Aviation crash 4283:Air India Flight 245 4036:Meopham air disaster 3582:"The Crime of R101." 3230:"Great Work of Time" 2873:Leasor 1958, p. 151. 2429:Meager 1970, p. 191. 2420:Meager 1970, p. 190. 2163:on 17 December 2013. 1777:Sprigg 1931, p. 128. 1460:Empire of the Clouds 1234:improve this article 973:The wreckage of R101 292:fixed-price contract 56:Experimental airship 19:For other uses, see 4064:► 1931 3482:Meyer, Henry Cord. 3301:airshipsonline.com. 3148:National Geographic 2220:Airshipsonline.com. 1278:John Moore-Brabazon 1061:Royal Naval College 1059:, passing over the 1010:Air Liaison Officer 977:R101 departed from 950:Imperial Conference 811:Sir Sefton Brancker 754:country house near 727:St Paul's Cathedral 670:Operational history 579:Crewing and control 540:torsional resonance 392:Royal Airship Works 173:Royal Airship Works 67:Royal Airship Works 48:General information 4061: 3925:R38, R39, R40, R41 3579:Wintringham, T. H. 2917:, 24 October 1930. 2821:on 7 February 2018 2798:The Times (London) 2697:"Lying In State". 2140:Shute 1954, p. 74. 1876:"Written Answers." 1666:Shute 1954, p. 77. 1571:8-cylinder inline 1492:Great Work of Time 1381:In popular culture 1352: 1302: 1153:artillery caissons 1140: 1132: 1104: 1051:, and thence over 975: 879: 690: 509: 439: 383: 298:Airship" and the " 4719: 4718: 4481:Pan Am Flight 816 4264:Sabena DC-3 Crash 4070: 4069: 3967: 3966: 3637:978-1-945441-01-1 3613:978-1-982168-27-8 3573:978-0-7137-1001-4 3549:Swinfield, John. 3420:978-0-7551-0048-4 3395:Grimwood, Terry. 3390:978-0-7181-1269-1 3375:978-0-399-12264-4 2734:Bedfordshire.gov. 2510:1931, p. 93. (fn) 1960:29 November 1928. 1933:on 25 August 2017 1569:Beardmore Tornado 1490:'s 1991 novella " 1469:The Book of Souls 1427:Eileen J. Garrett 1402:'s new companion 1266: 1265: 1258: 1193:Route nationale 1 750:, flew on to the 740:Sandringham House 529:Beardmore Tornado 524:Beardmore Typhoon 478:adjustable using 345:Wellington bomber 180:airship accidents 131: 130: 4764: 4699: 4680: 4661: 4653: 4645: 4637: 4629: 4610: 4602: 4594: 4586: 4578: 4570: 4551: 4543: 4535: 4527: 4519: 4500: 4499:(September 1976) 4492: 4484: 4476: 4473:Varig Flight 820 4468: 4460: 4452: 4444: 4425: 4424:(September 1968) 4417: 4409: 4401: 4393: 4385: 4382:Malév Flight 355 4377: 4369: 4361: 4353: 4334: 4333:(September 1959) 4326: 4323:Paris DC-6 crash 4318: 4317:* (October 1956) 4310: 4309:(September 1953) 4302: 4294: 4286: 4267: 4248: 4229: 4221: 4213: 4205: 4186: 4167: 4166:(September 1909) 4159: 4140: 4130: 4127:Sophie Blanchard 4122: 4097: 4090: 4083: 4074: 4073: 4062: 4012: 4011: 4009: 3994: 3987: 3980: 3971: 3970: 3759: 3752: 3745: 3736: 3735: 3711: 3709: 3707: 3698: 3681: 3665: 3648: 3646: 3644: 3617: 3512: 3511:on 5 March 2016. 3435:Masefield, Peter 3424: 3400:kesgrave.org.uk. 3380:Gilbert, James. 3365:Fuller, John G. 3338: 3335: 3326: 3325: 3324:on 5 March 2016. 3310: 3304: 3295: 3286: 3283: 3277: 3276: 3274: 3272: 3265:"CD: Cardington" 3261: 3255: 3254: 3252: 3250: 3225: 3219: 3218: 3216: 3214: 3192: 3186: 3185: 3183: 3181: 3165: 3159: 3158: 3156: 3154: 3140: 3134: 3133: 3131: 3129: 3115: 3109: 3108: 3106: 3104: 3090:. Rough Guides. 3081: 3075: 3074: 3072: 3070: 3055: 3049: 3048: 3046: 3044: 3025: 3015: 3009: 3008: 3006: 3004: 2993: 2987: 2984: 2978: 2975: 2969: 2960:"Advertisement." 2957: 2951: 2948: 2942: 2941: 2940:on 5 March 2016. 2924: 2918: 2907: 2901: 2892: 2886: 2880: 2874: 2871: 2865: 2862: 2856: 2850: 2844: 2837: 2831: 2830: 2828: 2826: 2807: 2801: 2796:"R101 Inquiry." 2794: 2788: 2787: 2785: 2783: 2772:English Heritage 2764: 2758: 2752: 2746: 2743: 2737: 2721: 2715: 2709: 2703: 2702: 2694: 2688: 2682: 2676: 2670: 2664: 2658: 2652: 2649: 2643: 2640: 2634: 2631: 2625: 2622: 2616: 2613: 2604: 2601: 2595: 2592: 2586: 2573: 2567: 2561: 2555: 2542: 2529: 2528: 2517: 2511: 2505: 2499: 2496: 2490: 2484: 2478: 2472: 2466: 2463: 2457: 2454: 2448: 2445: 2439: 2436: 2430: 2427: 2421: 2418: 2412: 2409: 2403: 2397: 2391: 2388: 2382: 2379: 2373: 2370: 2364: 2361: 2355: 2352: 2346: 2343: 2337: 2334: 2328: 2325: 2319: 2316: 2310: 2309: 2301: 2295: 2292: 2286: 2285: 2277: 2271: 2268: 2262: 2259: 2250: 2247: 2241: 2238: 2232: 2229: 2223: 2210: 2204: 2201: 2195: 2189: 2183: 2171: 2165: 2164: 2147: 2141: 2138: 2132: 2126: 2120: 2114: 2108: 2105: 2096: 2093: 2087: 2071: 2065: 2046: 2040: 2034: 2025: 2022: 2016: 2015:1931, pp. 39–40. 2010: 2004: 2001: 1995: 1992: 1986: 1967: 1961: 1949: 1943: 1942: 1940: 1938: 1929:. Archived from 1918: 1912: 1911: 1891: 1885: 1873: 1867: 1861: 1855: 1854: 1853:on 6 March 2016. 1835: 1829: 1826: 1820: 1817: 1811: 1808: 1802: 1796: 1787: 1784: 1778: 1775: 1769: 1762: 1756: 1753: 1747: 1744: 1738: 1732: 1726: 1720: 1705: 1704: 1695: 1686: 1673: 1667: 1664: 1648: 1645: 1589: 1518: 1435:Curly's Airships 1375:St Stephens Hall 1286:Leonard Bairstow 1261: 1254: 1250: 1247: 1241: 1218: 1210: 1206:Official inquiry 1172:Westminster Hall 1109:Board of Inquiry 1093:Poix-de-Picardie 1041:Alexandra Palace 995:Carmichael Irwin 890:appeared on the 839:Carmichael Irwin 787:public relations 655:the chart room. 447:Boulton and Paul 276:Ramsay MacDonald 40: 28: 27: 4772: 4771: 4767: 4766: 4765: 4763: 4762: 4761: 4722: 4721: 4720: 4715: 4709: 4702: 4694: 4683: 4675: 4664: 4660:(November 2008) 4656: 4648: 4640: 4632: 4624: 4613: 4605: 4601:(December 1994) 4597: 4589: 4581: 4573: 4565: 4554: 4546: 4538: 4534:(December 1987) 4530: 4526:(December 1981) 4522: 4514: 4503: 4495: 4487: 4479: 4471: 4463: 4455: 4447: 4443:(December 1971) 4439: 4428: 4420: 4412: 4404: 4396: 4388: 4384:(November 1962) 4380: 4372: 4364: 4356: 4348: 4337: 4329: 4325:(November 1956) 4321: 4313: 4305: 4297: 4293:(November 1950) 4289: 4285:(November 1950) 4281: 4270: 4266:(December 1949) 4262: 4251: 4243: 4232: 4224: 4216: 4208: 4200: 4189: 4183:Léon Delagrange 4181: 4170: 4162: 4158:(November 1907) 4154: 4143: 4133: 4125: 4117: 4110: 4104: 4101: 4071: 4066: 4060: 4051: 4050: 4049: 4048: 4043: 4039: 4038: 4033: 4029: 4028: 4023: 4013: 4007: 4005: 4000: 3998: 3968: 3963: 3934: 3766: 3763: 3705: 3703: 3697:(Audio/Podcast) 3696: 3688: 3668: 3664:on 24 June 2015 3642: 3640: 3638: 3614: 3595: 3593:Further reading 3590: 3585:Labour Monthly, 3559:978-1844-861385 3497: 3467:Morpurgo, J.E. 3427:Higham, Robin. 3421: 3346: 3341: 3336: 3329: 3312: 3311: 3307: 3296: 3289: 3284: 3280: 3270: 3268: 3263: 3262: 3258: 3248: 3246: 3244: 3226: 3222: 3212: 3210: 3208: 3194: 3193: 3189: 3179: 3177: 3166: 3162: 3152: 3150: 3142: 3141: 3137: 3127: 3125: 3117: 3116: 3112: 3102: 3100: 3098: 3082: 3078: 3068: 3066: 3056: 3052: 3042: 3040: 3038: 3016: 3012: 3002: 3000: 2995: 2994: 2990: 2985: 2981: 2976: 2972: 2958: 2954: 2949: 2945: 2926: 2925: 2921: 2910:"Loss of R101." 2908: 2904: 2893: 2889: 2881: 2877: 2872: 2868: 2863: 2859: 2851: 2847: 2839:Higham, Robin. 2838: 2834: 2824: 2822: 2811:"R 101 Inquiry" 2809: 2808: 2804: 2795: 2791: 2781: 2779: 2766: 2765: 2761: 2753: 2749: 2744: 2740: 2731:Wayback Machine 2722: 2718: 2710: 2706: 2696: 2695: 2691: 2683: 2679: 2671: 2667: 2659: 2655: 2650: 2646: 2641: 2637: 2632: 2628: 2623: 2619: 2614: 2607: 2602: 2598: 2593: 2589: 2583:Airshipsonline. 2574: 2570: 2562: 2558: 2552:Airshipsonline. 2543: 2532: 2519: 2518: 2514: 2506: 2502: 2497: 2493: 2485: 2481: 2473: 2469: 2464: 2460: 2455: 2451: 2446: 2442: 2437: 2433: 2428: 2424: 2419: 2415: 2410: 2406: 2398: 2394: 2389: 2385: 2380: 2376: 2371: 2367: 2362: 2358: 2353: 2349: 2344: 2340: 2335: 2331: 2326: 2322: 2317: 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672: 644:promenade decks 640: 589:ship's officers 581: 497: 379:airship hangars 371: 218: 212: 111:14 October 1929 80: 43: 24: 17: 12: 11: 5: 4770: 4760: 4759: 4754: 4749: 4744: 4742:1930 in France 4739: 4737:Rigid airships 4734: 4717: 4716: 4712:French Algeria 4710:* occurred in 4707: 4704: 4703: 4701: 4700: 4691: 4689: 4685: 4684: 4682: 4681: 4672: 4670: 4666: 4665: 4663: 4662: 4654: 4646: 4638: 4630: 4621: 4619: 4615: 4614: 4612: 4611: 4603: 4595: 4587: 4585:(January 1993) 4579: 4571: 4569:(January 1992) 4562: 4560: 4556: 4555: 4553: 4552: 4544: 4540:TAT Flight 230 4536: 4528: 4520: 4511: 4509: 4505: 4504: 4502: 4501: 4497:TWA Flight 355 4493: 4485: 4477: 4469: 4461: 4453: 4451:(October 1972) 4445: 4436: 4434: 4430: 4429: 4427: 4426: 4418: 4410: 4402: 4400:(January 1966) 4394: 4386: 4378: 4370: 4362: 4360:(October 1961) 4354: 4345: 4343: 4339: 4338: 4336: 4335: 4331:TAI Flight 307 4327: 4319: 4311: 4303: 4295: 4287: 4278: 4276: 4272: 4271: 4269: 4268: 4259: 4257: 4253: 4252: 4250: 4249: 4247:(October 1930) 4240: 4238: 4234: 4233: 4231: 4230: 4222: 4214: 4206: 4197: 4195: 4191: 4190: 4188: 4187: 4185:(January 1910) 4178: 4176: 4172: 4171: 4169: 4168: 4160: 4151: 4149: 4145: 4144: 4142: 4141: 4131: 4123: 4114: 4112: 4106: 4105: 4100: 4099: 4092: 4085: 4077: 4068: 4067: 4056: 4053: 4052: 4044: 4041: 4040: 4034: 4031: 4030: 4024: 4021: 4020: 4019: 4018: 4015: 4014: 3997: 3996: 3989: 3982: 3974: 3965: 3964: 3962: 3961: 3955: 3950: 3944: 3942: 3936: 3935: 3933: 3932: 3927: 3922: 3917: 3912: 3907: 3902: 3897: 3892: 3887: 3882: 3877: 3872: 3867: 3862: 3857: 3852: 3847: 3842: 3837: 3832: 3827: 3822: 3817: 3812: 3807: 3802: 3797: 3792: 3787: 3782: 3780:No.1 ("Mayfly" 3776: 3774: 3768: 3767: 3762: 3761: 3754: 3747: 3739: 3733: 3732: 3727: 3717: 3712: 3687: 3686:External links 3684: 3683: 3682: 3680:on 9 May 2015. 3666: 3649: 3636: 3618: 3612: 3594: 3591: 3589: 3588: 3587:December 1930. 3576: 3561: 3547: 3540: 3519: 3513: 3495: 3480: 3465: 3450: 3432: 3425: 3419: 3403: 3393: 3378: 3363: 3347: 3345: 3342: 3340: 3339: 3327: 3305: 3287: 3278: 3256: 3243:978-0312044527 3242: 3220: 3207:978-0679726470 3206: 3187: 3174:Radiometal.com 3160: 3135: 3110: 3097:978-1843531050 3096: 3076: 3064:Kirkus Reviews 3050: 3037:978-1480342958 3036: 3010: 2988: 2979: 2970: 2952: 2943: 2919: 2902: 2898:explore.bl.uk. 2887: 2885:, 1931, p. 95. 2875: 2866: 2857: 2855:, 1931, p. 90. 2845: 2832: 2802: 2789: 2759: 2747: 2738: 2716: 2704: 2689: 2687:6 October 1930 2677: 2665: 2653: 2644: 2635: 2626: 2617: 2605: 2596: 2587: 2568: 2556: 2530: 2512: 2500: 2491: 2479: 2467: 2458: 2449: 2440: 2431: 2422: 2413: 2404: 2392: 2383: 2374: 2365: 2356: 2347: 2338: 2329: 2320: 2311: 2296: 2287: 2272: 2263: 2251: 2242: 2233: 2224: 2205: 2196: 2184: 2166: 2142: 2133: 2131:, October 1930 2121: 2109: 2097: 2088: 2066: 2041: 2026: 2017: 2005: 1996: 1987: 1962: 1944: 1913: 1906: 1886: 1868: 1856: 1830: 1821: 1812: 1803: 1788: 1779: 1770: 1757: 1748: 1739: 1727: 1706: 1687: 1668: 1658: 1656: 1653: 1650: 1649: 1639: 1638: 1636: 1633: 1631: 1628: 1627: 1626: 1624:RAF Cardington 1621: 1614: 1611: 1610: 1609: 1603: 1597: 1594:Maximum speed: 1583: 1582: 1576: 1562: 1556: 1550: 1544: 1538: 1532: 1526: 1511: 1508: 1507: 1506: 1495: 1484: 1473: 1462:" composed by 1452: 1443: 1430: 1423:978-0399122644 1415:John G. Fuller 1407: 1382: 1379: 1362:Sunday Graphic 1331: 1328: 1280:and Professor 1274:Sir John Simon 1264: 1263: 1222: 1220: 1213: 1207: 1204: 1180:Euston station 1148: 1145: 966: 963: 917:Lake Constance 870: 867: 742:, observed by 688:R101 in flight 681: 678: 676: 673: 671: 668: 639: 636: 615:, was 15 men. 601:chief engineer 580: 577: 552:reverse thrust 505:Science Museum 496: 493: 404:Short Brothers 370: 367: 262:Prime Minister 258:light cruisers 226:British Empire 214:Main article: 211: 208: 146:British Empire 138:rigid airships 129: 128: 125: 121: 120: 119:4 October 1930 117: 113: 112: 109: 105: 104: 100: 99: 96: 90: 89: 86: 82: 81: 76: 74: 70: 69: 64: 58: 57: 54: 50: 49: 45: 44: 41: 33: 32: 15: 9: 6: 4: 3: 2: 4769: 4758: 4755: 4753: 4750: 4748: 4745: 4743: 4740: 4738: 4735: 4733: 4730: 4729: 4727: 4713: 4705: 4697: 4693: 4692: 4690: 4686: 4678: 4674: 4673: 4671: 4667: 4659: 4655: 4652:(August 2007) 4651: 4647: 4643: 4639: 4635: 4631: 4627: 4623: 4622: 4620: 4616: 4608: 4604: 4600: 4596: 4592: 4588: 4584: 4580: 4576: 4572: 4568: 4564: 4563: 4561: 4557: 4549: 4545: 4541: 4537: 4533: 4529: 4525: 4521: 4517: 4513: 4512: 4510: 4506: 4498: 4494: 4490: 4486: 4482: 4478: 4474: 4470: 4466: 4462: 4458: 4454: 4450: 4446: 4442: 4438: 4437: 4435: 4431: 4423: 4419: 4415: 4411: 4407: 4403: 4399: 4395: 4392:(August 1963) 4391: 4387: 4383: 4379: 4375: 4371: 4367: 4363: 4359: 4355: 4351: 4347: 4346: 4344: 4340: 4332: 4328: 4324: 4320: 4316: 4312: 4308: 4304: 4300: 4296: 4292: 4288: 4284: 4280: 4279: 4277: 4273: 4265: 4261: 4260: 4258: 4254: 4246: 4242: 4241: 4239: 4235: 4227: 4223: 4219: 4215: 4211: 4207: 4203: 4199: 4198: 4196: 4192: 4184: 4180: 4179: 4177: 4173: 4165: 4164:La République 4161: 4157: 4153: 4152: 4150: 4146: 4138: 4137: 4132: 4128: 4124: 4120: 4116: 4115: 4113: 4107: 4098: 4093: 4091: 4086: 4084: 4079: 4078: 4075: 4065: 4059: 4054: 4047: 4046:R101 disaster 4037: 4027: 4016: 4003: 3995: 3990: 3988: 3983: 3981: 3976: 3975: 3972: 3960:(never built) 3959: 3956: 3954: 3951: 3949: 3946: 3945: 3943: 3941: 3937: 3931: 3928: 3926: 3923: 3921: 3918: 3916: 3913: 3911: 3908: 3906: 3903: 3901: 3898: 3896: 3893: 3891: 3888: 3886: 3883: 3881: 3878: 3876: 3873: 3871: 3868: 3866: 3863: 3861: 3858: 3856: 3853: 3851: 3848: 3846: 3843: 3841: 3838: 3836: 3833: 3831: 3828: 3826: 3823: 3821: 3818: 3816: 3815:No. 8 (AT-17) 3813: 3811: 3808: 3806: 3803: 3801: 3800:Parseval No.5 3798: 3796: 3793: 3791: 3788: 3786: 3783: 3781: 3778: 3777: 3775: 3773: 3769: 3760: 3755: 3753: 3748: 3746: 3741: 3740: 3737: 3731: 3728: 3725: 3721: 3718: 3716: 3713: 3702: 3695: 3690: 3689: 3679: 3675: 3671: 3667: 3663: 3659: 3655: 3650: 3639: 3633: 3629: 3628: 3623: 3622:Hammack, Bill 3619: 3615: 3609: 3605: 3601: 3600:Gwynne, S. C. 3597: 3596: 3586: 3583: 3580: 3577: 3574: 3570: 3566: 3562: 3560: 3556: 3552: 3548: 3545: 3541: 3538: 3537:1-84232-291-5 3534: 3530: 3528: 3523: 3520: 3517: 3514: 3510: 3506: 3505: 3500: 3496: 3493: 3492:1-56098-031-1 3489: 3485: 3481: 3478: 3477:0-7110-1119-2 3474: 3470: 3466: 3463: 3462:0-7183-0331-8 3459: 3455: 3451: 3448: 3447:0-7183-0068-8 3444: 3440: 3436: 3433: 3430: 3426: 3422: 3416: 3412: 3408: 3407:Leasor, James 3404: 3401: 3398: 3394: 3391: 3387: 3383: 3379: 3376: 3372: 3368: 3364: 3361: 3360:0-86138-025-8 3357: 3353: 3349: 3348: 3334: 3332: 3323: 3319: 3315: 3309: 3302: 3299: 3294: 3292: 3282: 3266: 3260: 3245: 3239: 3235: 3231: 3224: 3209: 3203: 3199: 3198: 3191: 3175: 3171: 3164: 3149: 3145: 3139: 3124: 3120: 3114: 3099: 3093: 3089: 3088: 3080: 3065: 3061: 3054: 3039: 3033: 3029: 3024: 3023: 3014: 2998: 2992: 2983: 2974: 2968:5 March 1954. 2967: 2965: 2961: 2956: 2947: 2939: 2935: 2934: 2929: 2923: 2916: 2915: 2911: 2906: 2899: 2896: 2891: 2884: 2879: 2870: 2861: 2854: 2849: 2842: 2836: 2820: 2816: 2812: 2806: 2799: 2793: 2777: 2773: 2769: 2763: 2757: 2751: 2742: 2735: 2732: 2728: 2725: 2720: 2714: 2708: 2700: 2693: 2686: 2681: 2674: 2669: 2662: 2657: 2648: 2639: 2630: 2621: 2612: 2610: 2600: 2591: 2584: 2580: 2577: 2572: 2565: 2560: 2553: 2549: 2546: 2541: 2539: 2537: 2535: 2526: 2522: 2516: 2509: 2504: 2495: 2488: 2483: 2476: 2471: 2462: 2453: 2444: 2435: 2426: 2417: 2408: 2401: 2396: 2387: 2378: 2369: 2360: 2351: 2342: 2333: 2324: 2315: 2307: 2300: 2291: 2283: 2276: 2267: 2258: 2256: 2246: 2237: 2228: 2221: 2217: 2214: 2209: 2200: 2193: 2188: 2181: 2179: 2175: 2170: 2162: 2158: 2157: 2152: 2146: 2137: 2130: 2125: 2118: 2113: 2104: 2102: 2092: 2085: 2082: 2078: 2075: 2070: 2064: 2060: 2056: 2054: 2050: 2045: 2038: 2033: 2031: 2021: 2014: 2009: 2000: 1991: 1985: 1981: 1977: 1976:(supplement), 1975: 1971: 1966: 1959: 1957: 1953: 1948: 1932: 1928: 1924: 1917: 1909: 1907:9781597973199 1903: 1899: 1898: 1890: 1883: 1881: 1877: 1872: 1865: 1860: 1852: 1848: 1844: 1840: 1834: 1825: 1816: 1807: 1800: 1795: 1793: 1783: 1774: 1767: 1761: 1752: 1743: 1736: 1731: 1724: 1719: 1717: 1715: 1713: 1711: 1702: 1701: 1694: 1692: 1684: 1680: 1677: 1672: 1663: 1659: 1644: 1640: 1625: 1622: 1620: 1617: 1616: 1607: 1604: 1601: 1600:Cruise speed: 1598: 1595: 1592: 1591: 1590: 1588: 1580: 1577: 1574: 1570: 1566: 1563: 1560: 1557: 1554: 1553:Empty weight: 1551: 1548: 1545: 1542: 1539: 1536: 1533: 1530: 1527: 1524: 1521: 1520: 1519: 1517: 1504: 1501:' 2017 album 1500: 1496: 1493: 1489: 1485: 1482: 1478: 1474: 1471: 1470: 1465: 1461: 1457: 1453: 1450: 1449: 1444: 1441: 1437: 1436: 1431: 1428: 1424: 1420: 1416: 1412: 1408: 1405: 1401: 1400:Eighth Doctor 1397: 1396: 1395:Storm Warning 1391: 1390: 1385: 1384: 1378: 1376: 1372: 1367: 1364: 1363: 1356: 1348: 1344: 1341: 1337: 1327: 1323: 1320: 1317: 1311: 1308: 1307:Graf Zeppelin 1298: 1294: 1290: 1287: 1283: 1279: 1275: 1271: 1260: 1257: 1249: 1239: 1235: 1229: 1228: 1223:This section 1221: 1217: 1212: 1211: 1203: 1201: 1196: 1194: 1189: 1185: 1181: 1177: 1173: 1169: 1164: 1162: 1158: 1154: 1144: 1136: 1130: 1125: 1121: 1119: 1114: 1110: 1100: 1096: 1094: 1090: 1086: 1081: 1078: 1074: 1068: 1066: 1062: 1058: 1054: 1050: 1046: 1042: 1038: 1033: 1029: 1025: 1023: 1019: 1013: 1011: 1008: 1004: 1000: 996: 992: 988: 984: 980: 971: 962: 960: 954: 951: 946: 943: 937: 934: 930: 924: 920: 918: 914: 910: 905: 902: 901:first officer 896: 893: 887: 885: 875: 866: 864: 858: 854: 852: 848: 844: 840: 836: 832: 828: 824: 820: 814: 812: 808: 803: 800: 795: 793: 788: 783: 781: 777: 776:Isle of Wight 773: 769: 765: 761: 757: 753: 749: 745: 744:King George V 741: 736: 732: 728: 724: 720: 716: 711: 708: 702: 698: 696: 686: 667: 665: 661: 656: 653: 649: 645: 638:Accommodation 635: 633: 629: 625: 621: 616: 614: 610: 606: 602: 598: 594: 590: 586: 576: 572: 570: 565: 560: 558: 553: 548: 545: 541: 536: 534: 530: 525: 520: 518: 514: 506: 501: 492: 489: 483: 481: 476: 471: 468: 464: 458: 456: 452: 448: 444: 435: 431: 429: 424: 420: 415: 413: 409: 405: 401: 397: 393: 389: 381:at Cardington 380: 375: 366: 362: 360: 359: 354: 350: 349:bouncing bomb 346: 342: 341:Barnes Wallis 337: 335: 331: 330:V.C. Richmond 326: 324: 320: 316: 312: 308: 307:mooring masts 303: 301: 297: 293: 289: 285: 281: 277: 273: 268: 266: 263: 259: 255: 251: 247: 243: 239: 235: 231: 227: 223: 217: 207: 205: 201: 200: 194: 193: 188: 186: 181: 176: 174: 170: 164: 162: 161: 155: 151: 147: 143: 139: 135: 126: 122: 118: 114: 110: 106: 101: 97: 95: 91: 87: 83: 79: 78:V.C. Richmond 75: 71: 68: 65: 63: 59: 55: 51: 46: 39: 34: 29: 26: 22: 4698:(March 2021) 4679:(March 2015) 4636:(March 2001) 4577:(March 1992) 4542:(March 1988) 4491:(March 1974) 4459:(March 1973) 4416:(March 1968) 4352:* (May 1961) 4301:(March 1952) 4244: 4204:(April 1922) 4139:(April 1875) 4135: 4045: 3952: 3909: 3704:. Retrieved 3700: 3678:the original 3673: 3662:the original 3657: 3641:. Retrieved 3626: 3606:. Scribner. 3603: 3584: 3565:Airship Saga 3564: 3550: 3543: 3525: 3522:Shute, Nevil 3509:the original 3502: 3483: 3468: 3453: 3438: 3428: 3410: 3399: 3381: 3366: 3351: 3344:Bibliography 3322:the original 3317: 3308: 3300: 3281: 3269:. Retrieved 3259: 3247:. Retrieved 3233: 3223: 3211:. Retrieved 3196: 3190: 3178:. Retrieved 3173: 3163: 3151:. Retrieved 3147: 3138: 3126:. Retrieved 3122: 3113: 3101:. Retrieved 3086: 3079: 3067:. Retrieved 3063: 3053: 3041:. Retrieved 3021: 3013: 3001:. Retrieved 2991: 2982: 2973: 2962: 2955: 2946: 2938:the original 2931: 2922: 2913: 2905: 2897: 2890: 2882: 2878: 2869: 2860: 2852: 2848: 2840: 2835: 2823:. Retrieved 2819:the original 2814: 2805: 2797: 2792: 2780:. Retrieved 2762: 2750: 2741: 2733: 2719: 2707: 2698: 2692: 2684: 2680: 2675:1931, p. 79. 2672: 2668: 2663:1931, p. 81. 2660: 2656: 2647: 2638: 2629: 2620: 2599: 2590: 2582: 2578: 2571: 2566:1931, p. 56. 2563: 2559: 2551: 2547: 2524: 2515: 2507: 2503: 2494: 2486: 2482: 2477:1931, p. 50. 2474: 2470: 2461: 2452: 2443: 2434: 2425: 2416: 2407: 2399: 2395: 2386: 2377: 2368: 2359: 2350: 2341: 2332: 2323: 2314: 2305: 2299: 2290: 2281: 2275: 2266: 2245: 2236: 2227: 2219: 2215: 2208: 2199: 2191: 2187: 2176: 2169: 2161:the original 2154: 2145: 2136: 2129:The Engineer 2128: 2124: 2116: 2112: 2091: 2083: 2069: 2051: 2044: 2039:1931, p. 31. 2036: 2020: 2012: 2008: 1999: 1990: 1972: 1965: 1954: 1947: 1935:. Retrieved 1931:the original 1926: 1916: 1896: 1889: 1878: 1871: 1863: 1859: 1851:the original 1846: 1842: 1833: 1824: 1815: 1806: 1801:1931, p. 14. 1798: 1782: 1773: 1765: 1760: 1751: 1742: 1734: 1730: 1699: 1682: 1678: 1671: 1662: 1643: 1605: 1599: 1593: 1586: 1584: 1578: 1564: 1559:Useful lift: 1558: 1552: 1546: 1540: 1534: 1528: 1522: 1515: 1513: 1502: 1488:John Crowley 1477:Monty Python 1467: 1446: 1433: 1410: 1393: 1387: 1368: 1360: 1357: 1353: 1333: 1324: 1312: 1306: 1303: 1291: 1282:C. E. Inglis 1267: 1252: 1246:October 2020 1243: 1232:Please help 1227:verification 1224: 1197: 1168:lay in state 1165: 1150: 1141: 1105: 1082: 1069: 1057:Isle of Dogs 1034: 1030: 1026: 1014: 999:Lord Thomson 976: 965:Final flight 955: 947: 938: 925: 921: 906: 897: 888: 880: 859: 855: 815: 804: 796: 784: 712: 703: 699: 691: 657: 652:smoking room 641: 628:ship's wheel 617: 582: 573: 561: 549: 537: 521: 510: 484: 472: 459: 440: 416: 408:nationalised 400:Bedfordshire 384: 363: 356: 347:and for the 338: 327: 304: 284:Lord Thomson 269: 265:Lloyd George 250:Air Ministry 228:, including 219: 198: 190: 184: 177: 169:Lord Thomson 165: 159: 150:Air Ministry 133: 132: 108:First flight 94:Registration 85:Number built 62:Manufacturer 25: 4644:(June 2003) 4628:(July 2000) 4609:(July 1998) 4593:(June 1994) 4550:(June 1988) 4483:(July 1973) 4475:(July 1973) 4467:(June 1973) 4408:(June 1967) 4376:(June 1962) 4368:(June 1962) 4228:(July 1927) 4220:(June 1925) 4129:(July 1819) 4121:(June 1785) 3542:Sprigg, C. 3267:. Lifesigns 3176:(in French) 1884:3 May 1926. 1737:1931, p. 7. 1587:Performance 1579:Propellers: 1565:Powerplant: 1481:Terry Jones 1456:Iron Maiden 1440:Judge Smith 1392:audio play 1272:politician 1037:Potters Bar 959:H. C. Irwin 710:occasions. 705:has got an 517:flash point 511:Heavy oil ( 480:screw-jacks 463:empirically 377:One of the 353:Nevil Shute 116:Last flight 4726:Categories 4518:(May 1981) 4212:(May 1923) 3643:6 February 3003:20 January 2782:9 December 2489:1931 p. 51 2402:1931 p. 43 1768:, pp. 4-9. 1630:References 1503:Cardington 1438:(2000) by 1389:Doctor Who 1184:Cardington 1163:cavalry. 1053:Shoreditch 979:Cardington 768:Portsmouth 748:Queen Mary 544:crankshaft 473:R101 used 451:J.D. North 428:Hilda Lyon 396:Cardington 388:G.H. Scott 311:Cardington 300:Capitalist 210:Background 204:New Jersey 185:Hindenburg 160:Hindenburg 3772:Admiralty 3409:(2001) . 3249:3 October 3213:3 October 3180:12 August 3153:3 October 3128:3 October 3103:3 October 3069:3 October 3043:3 October 2699:The Times 2685:Chronicle 2306:The Times 2282:The Times 1655:Citations 1535:Diameter: 1499:Lifesigns 1340:Sheffield 1330:Aftermath 1147:Memorials 1073:Hawkhurst 1065:Greenwich 1049:Islington 1047:north of 892:starboard 827:Edinburgh 764:Cambridge 760:Newmarket 632:telegraph 624:elevators 593:navigator 569:windmills 533:Beardmore 507:in London 475:pre-doped 443:duralumin 296:Socialist 270:When the 254:Admiralty 234:Australia 206:in 1933. 3905:R33, R34 3900:R31, R32 3724:Newsreel 3624:(2017). 3602:(2023). 3271:27 April 3123:AllMusic 2776:Archived 2774:. 2011. 2727:Archived 2280:"R101". 2077:Archived 2059:Archived 1980:Archived 1613:See also 1200:Kesgrave 1157:Beauvais 1155:through 1089:Beauvais 1077:Hastings 1022:Narbonne 1018:Toulouse 987:Ismaïlia 933:airspace 843:Anglesey 774:and the 729:and the 648:asbestos 597:coxswain 557:camshaft 488:hydrogen 467:Zeppelin 323:Montreal 309:used at 274:brought 222:airships 187:disaster 73:Designer 4226:America 4006: ( 4004:in 1930 3706:17 June 3499:"R.101" 2825:4 March 2174:"R101." 2049:"R101." 1937:18 June 1880:Hansard 1723:"R101". 1547:Volume: 1541:Height: 1529:Length: 1316:calcium 1270:Liberal 1174:at the 1129:Allonne 1118:Allonne 983:Karachi 847:Chester 831:Glasgow 715:Bedford 695:Karachi 675:Testing 650:-lined 605:steward 585:watches 564:Ricardo 542:of the 538:Severe 495:Engines 455:Norwich 319:Karachi 315:Ismalia 246:Vickers 192:Dixmude 158:LZ 129 103:History 4156:Patrie 4136:Zénith 4109:Before 4032:Jul 21 4022:Jan 10 3674:Flight 3634: 3610: 3571: 3557: 3535: 3504:Flight 3490: 3475: 3460: 3445: 3417: 3388: 3373: 3358: 3318:Flight 3240: 3204: 3094: 3034: 2964:Flight 2933:Flight 2914:Flight 2815:Flight 2192:Flight 2178:Flight 2156:Flight 2053:Flight 1974:Flight 1956:Flight 1921:WISE. 1904: 1864:Flight 1843:Flight 1606:Range: 1573:Diesel 1458:song " 1421: 1319:flares 863:Cellon 835:Dublin 823:Durham 780:copper 772:Solent 756:Cromer 735:servos 719:London 664:Cellon 660:wicker 620:rudder 609:galley 599:, the 513:diesel 280:Labour 242:Burney 238:Canada 98:G-FAAW 4688:2020s 4669:2010s 4618:2000s 4559:1990s 4508:1980s 4433:1970s 4342:1960s 4275:1950s 4256:1940s 4237:1930s 4194:1920s 4175:1910s 4148:1900s 4042:Oct 5 2119:p. 37 1635:Notes 1523:Crew: 1161:Spahi 991:Egypt 942:doped 799:gales 230:India 199:Akron 4245:R101 4111:1900 4008:1930 3958:R102 3953:R101 3948:R100 3708:2022 3645:2018 3632:ISBN 3608:ISBN 3569:ISBN 3555:ISBN 3533:ISBN 3488:ISBN 3473:ISBN 3458:ISBN 3443:ISBN 3415:ISBN 3386:ISBN 3371:ISBN 3356:ISBN 3273:2020 3251:2018 3238:ISBN 3215:2018 3202:ISBN 3182:2015 3155:2018 3130:2017 3105:2017 3092:ISBN 3071:2018 3045:2018 3032:ISBN 3005:2015 2827:2012 2784:2022 2581:via 2550:via 2218:via 1939:2017 1902:ISBN 1681:via 1567:5 × 1475:The 1454:The 1419:ISBN 1386:The 1113:dive 1085:Orly 1007:RAAF 869:1930 845:and 821:and 819:York 762:and 746:and 731:City 680:1929 622:and 321:and 288:R100 236:and 197:USS 154:R100 134:R101 124:Fate 53:Role 31:R101 3930:R80 3920:R37 3915:R36 3910:R35 3850:15r 3845:14r 3028:226 1486:In 1413:by 1338:of 1236:by 1170:in 1063:at 989:in 915:at 807:MPs 423:R33 412:R38 394:at 278:’s 4728:: 3885:22 3880:21 3875:20 3870:19 3865:18 3860:17 3855:16 3840:13 3835:12 3830:11 3825:10 3820:9r 3722:– 3699:. 3672:. 3656:, 3524:. 3501:. 3437:. 3330:^ 3316:. 3290:^ 3172:. 3146:. 3121:. 3062:. 3030:. 2930:. 2813:. 2608:^ 2533:^ 2523:. 2254:^ 2153:. 2100:^ 2029:^ 1925:. 1847:17 1845:. 1841:. 1791:^ 1709:^ 1690:^ 1024:. 853:. 725:, 559:. 398:, 336:. 317:, 313:, 232:, 175:. 4096:e 4089:t 4082:v 4010:) 3993:e 3986:t 3979:v 3810:7 3805:6 3795:4 3790:3 3758:e 3751:t 3744:v 3710:. 3647:. 3616:. 3575:. 3539:. 3529:. 3494:. 3479:. 3464:. 3449:. 3423:. 3392:. 3377:. 3362:. 3275:. 3253:. 3217:. 3184:. 3157:. 3132:. 3073:. 3047:. 3007:. 2966:, 2829:. 2786:. 2527:. 2180:, 2055:, 1958:, 1941:. 1910:. 1882:, 1442:. 1417:( 1259:) 1253:( 1248:) 1244:( 1230:. 88:1 23:.

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