For other uses, see.HM Airship R100R100 at its in, Canada.Rolepassenger airshipNational originUnited KingdomManufacturerFirst flight16 December 1929Number built1His Majesty's Airship R100, known simply as R100, was a privately designed and built British rigid made as part of a two-ship competition to develop a commercial airship service for use on routes as part of the. The other airship, the, was built by the, but both airships were funded by the Government.R100 was built by the Airship Guarantee Company, a specially created subsidiary of the armaments firm, led by Commander.The design team was headed by, later famous for his invention of the. The design team also included as the senior see ).R100 first flew in December 1929. It made a series of trial flights and a successful return in July–August 1930, but following the crash of R101 in October 1930 the Imperial Airship Scheme was terminated and R100 was broken up for scrap. Main article:R100 was built as part of a British government programme to develop airships to provide passenger and mail transport between Britain and the countries of the British Empire, including India, Australia and Canada.

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This had its origin in 's 1922 proposal for a civil airship development programme to be subsidised by the Government and carried out by a specially established subsidiary of. When the General Election of 1923 brought ’s administration to power, the new Air Minister, formulated the in its place. This called for the building of two experimental airships: one, R101, to be designed and constructed under the direction of the, and the other, R100, to be built by the Vickers subsidiary under a fixed price contract.Design and development. Composite image representing R100 passing over the in, August 1930R100 was constructed at the former Air Station in, a remote location 3 mi (5 km) from Howden and 25 mi (40 km) from. Design work began in 1925 while at the same time the somewhat rundown site was put in order and a hydrogen-generating plant installed.The specially established subsidiary of Vickers, the Airship Guarantee Company, faced substantial difficulties. The contract for R100's construction was a fixed price one and it was obvious from very early on that the project would incur a loss, and so economies were made; for instance, only a dozen machine tools were in use for construction of the airship. There were also difficulties in finding skilled workers due to the remoteness of the location, and a large proportion of the workers were local people who had to be trained.

Conditions in the unheated airship shed were also poor: the roof leaked, ice formed on the girders in winter, and condensation caused corrosion of the airship's structure, so that the girders had to be varnished. For three years the assembly work was close behind that of the designers, and the progress of the design work was the determining factor in speed of construction.Airframe Since wind tunnel tests showed that a 16-side transverse section had about the same drag as a circular one, both R100 and R101 used a smaller number of longitudinal girders than previous airships in order to simplify stress calculations. Even so, the calculations for the transverse frames required hand computation that took two or three months to produce a solution for each frame. The thoroughness of the stressing calculations was a consequence of new Air Ministry criteria for the strengths required of airships, formulated in response to the catastrophic structural failure of in 1921. Fewer longitudinal girders resulted in larger unsupported panels of fabric in the, and flight trials were to prove that the R100's covering was barely adequate. The envelope of R101 was also unsatisfactory, and a failure in its cover was possibly a cause of its crash. R100 over in, Canada, then the highest building in the British Empire (August 1930).

The rippling of the airship's skin is visible.Shortly before R101's flights in June 1930, the Cardington engineers tentatively suggested that the long flights to Canada and India might be postponed until 1931 on the grounds that neither of the two airships was fit to make a lengthy flight at their current developmental stage. The R100 team replied that their airship was perfectly capable of flying to Canada, and that the Canadian flight was a part of their contract.R100 departed for Canada on 29 July 1930, reaching its at the (outside Montreal) in 78 hours, having covered the of 3,300 mi (5,300 km) at an average of 42 mph (68 km/h).

The airship stayed at Montreal for 12 days with over 100,000 people visiting the airship each day while it was moored there, and a song was composed by to make fun of the people's fascination with R100. It also made a 24-hour passenger-carrying flight to, and while in Canada.

The airship departed on its return flight on 13 August, reaching Cardington after a 57½ hour flight.later suggested in that the success of R100's Canadian flight indirectly led to the R101 disaster. Prior to the transatlantic flight, the Cardington team could suggest that neither airship was ready for a performance of such duration. However, when R100 returned in triumph they had to either make the flight to India or admit defeat – which would have meant discredit with the consequent danger of losing their jobs.

He said that his team 'guessed that their ship was a bad airship, but did not realise' (because of secrecy at Cardington) 'how bad the other ship was).' The end of the British airships The tale of the design of R100 and its claimed superiority to R101 is told in Shute's Slide Rule: Autobiography of an Engineer, first published in 1954.

Although flawed and not quite as overwhelmingly superior as Nevil Shute Norway implied, R100 represented the best that conventional airship technology in Britain had to offer at the time. R101 suffered in comparison partly because of her many groundbreaking but ultimately problematic innovations, and also because of the weight of her diesel engines. In terms of lifting efficiency, both were inferior to the smaller.After R101 crashed and burned in France, en route to India on 5 October 1930, the Air Ministry ordered R100 grounded. She was deflated and hung up in her shed at Cardington for a year whilst three options were considered: a complete refit of R100 and continuation of tests for the eventual construction of; static testing of R100 and retention of about 300 staff to keep the programme 'ticking over'; or retention of staff and the scrapping of the airship. In November 1931, it was decided to sell R100 for scrap. The entire framework of the ship was flattened by steamrollers and sold for less than £600. Specifications (as first flight).

R100 at Cardington mooring mastData from MasefieldGeneral characteristics. Crew: 37. Capacity: 100. Length: 719 ft 9.5 in (219 m). Diameter: 133 ft 4 in (41 m). Volume: 5,156,000 cu ft (146,000 m 3). Empty weight: 236,365 lb (107,215 kg).

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Useful lift: 350,607 lb (159,400 kg). Powerplant: 6 × IIIB 12 cylinder, 650 hp (485 kW) eachPerformance. Maximum speed: 81.5 mph (131 km/h, 70.8 kn). Range: 4,095 mi (6,590 km, 3,558 nmi) with 3 tons payloadSee also Aircraft of comparable role, configuration and era References Notes. Masefield 1982, p.

165. Masefield 1982, p. 189. Ventry and Kolesnik 1977, p.

137. Masefield 1982, pp. 168–169. Hartcup 1974, p.

189. ^ Masefield 1982, p. 166. Masefield 1982, pp. 171–172. Masefield 1982, pp.

172–173. 'Third Flight Of R100.' The Times, Issue 45413, 17 January 1930, p. Master collection cs6 crack download. 14, Column E.

'Return Of R100.' The Times, Issue 45424, 30 January 1930, p. 11, Column E. Masefield 1982, pp. 198–199. Masefield 1982, pp.

203–204. Masefield 1982, p.

206. ^, p. 106. 'R100 Meets End.' Popular Aviation, October 1932, p.

225. Masefield 1983, pp. 168–169.

Masefield 1982, p. 495.Bibliography.Early types.