In outward appearance the _Clément-Bayard II_ closely resembled her predecessor, except for the absence of empennage on her envelope. In the whalelike elegance of her hull she was, in fact, a reversion to the trim and efficient model of Renard’s dirigible of 1884, which in turn was a fair copy of Jullien’s model of 1850, all having excellent forms for speed and stability. But the new vessel was of greater size and power than her predecessor. Her net buoyancy was sufficient to carry twenty passengers. Her average speed tested in a round-trip voyage was about 50 kilometers or 31 miles per hour when her two motors developed 200 horse power, and 55 kilometers or 34 miles per hour when the engines developed their maximum effort of 260 horse power. The details of construction were so elaborate and important, and so representative of the best aëronautical workmanship of the time that a full account of their chief features is presented in Appendix III. In passing it may be added that some time before sailing to England the _Clément-Bayard II_, because of her excellent workmanship and maneuvers, received the first prize at the review of dirigibles by the French Minister of War. PLATE VII. [Illustration: _CLÉMENT-BAYARD I._ (Courtesy E. L. Jones.)] [Illustration: _CLÉMENT-BAYARD II._ _Photo E. Levick, N. Y._] [Illustration: FIG. 23.—_Clément-Bayard II_, 1910.] The dirigible to be purchased with the money secured by the popular subscription organized by the _Morning Post_ was ordered from the Lebaudy factory at Moisson in July, 1909, to be delivered directly through the air to Farnborough before November 6, 1910. This stipulation was severe enough, but furthermore the vessel was to be a considerable departure from any thus far built at that famous factory, and was to be the largest air ship yet constructed in France. As usual the general design of the huge balloon was entrusted to the distinguished aëronautical engineer, Henri Julliot, and this was a certain guarantee of its successful operation. The general features of this great military dirigible resemble those of her prototype, the _Patrie_, differing chiefly in the shape of her hull and the method of stiffening. The hull itself was more longish than the _Patrie’s_, but had the same sharp prow and blunt stern; for a blunt stern offers better support to the empennage planes, though it increases the resistance more than a tapering stern. The trussed framing to stiffen the ship was no longer a platform inserted in the base of the hull, but a long trussed beam of cruciform cross section, made of steel tubing and suspended intermediately between the hull and car.