Next to this was 'Army Airship 2A 'launched early in 1910 and larger, longer, and narrower in design than the Baby. The engine was an 80 horse-power Green motor which drove two pairs of propellers; small inflated control members were fitted at the stern end of the envelope, which was 154 feet in length. The suspended car was 84 feet long, carrying both engines and crew, and the Willows idea of swivelling propellers for governing the direction was used in this vessel. In June of that year a new, small-type dirigible, the 'Beta,' was produced, driven by a 30 horse-power Green engine with which she flew over 3,000 miles. She was the most successful British dirigible constructed up to that time, and her successor, the 'Gamma,' was built on similar lines. The 'Gamma' was a larger vessel, however, produced in 1912, with flat, controlling fins and rudder at the rear end of the envelope, and with the conventional long car suspended at some distance beneath the gas bag. By this time, the mooring mast, carrying a cap of which the concave side fitted over the convex nose of the airship, had been originated. The cap was swivelled, and, when attached to it, an airship was held nose on to the wind, thus reducing by more than half the dangers attendant on mooring dirigibles in the open. Private subscription under the auspices of the Morning Post got together sufficient funds in 1910 for the purchase of a Lebaudy airship, which was built in France, flown across the Channel, and presented to the Army Airship Fleet. This dirigible was 337 feet long, and was driven by two 135 horse-power Panhard motors, each of which actuated two propellers. The journey from Moisson to Aldershot was completed at a speed of 36 miles an hour, but the airship was damaged while being towed into its shed. On May of the following year, the Lebaudy was brought out for a flight, but, in landing, the guide rope fouled in trees and sheds and brought the airship broadside on to the wind; she was driven into some trees and wrecked to such an exteent that rebuilding was considered an impossibility. A Clement Bayard, bought by the army airship section, became scrap after even less flying than had been accomplished by the Lebaudy. In April of 1910, the Admiralty determined on a naval air service, and set about the production of rigid airships which should be able to compete with Zeppelins as naval scouts. The construction was entrusted to Vickers, Ltd., who set about the task at their Barrow works and built something which, when tested after a year's work, was found incapable of lifting its own weight. This defect was remedied by a series of alterations, and meanwhile the unofficial title of 'Mayfly' was given to the vessel.