The Dominion of the Air Part 14

The leakage might be expected chiefly to occur at the valve in the head of the balloon, it being extremely difficult to render any form of mechanical valve gas tight, however carefully its joints be stopped with luting. On this account, therefore, it was determined that the balloon should be fitted with what is known as a solid or rending valve, consisting simply of balloon fabric tied hard and fast over the entire upper outlet, after the fashion of a jam pot cover. The outlet itself was a gaping hole of over 2 feet across; but by the time its covering had been carefully varnished over all leakage was sufficiently prevented, the one drawback to this method being the fact that the liberation of gas now admitted of no regulation. Pulling the valve line would simply mean opening the entire wide aperture, which could in no way be closed again.

The management of such a valve consists in allowing the balloon to sink spontaneously earthwards, and when it has settled near the ground, having chosen a desirable landing place, to tear open the so-called valve once and for all.

This expedient, dictated by necessity, seeming sufficient for the purpose at hand, preparations were proceeded with, and, under the management of Mr. Stanley Spencer, who agreed to act as aeronaut, a large balloon, with solid valve, was brought down to Newbury gas works on November 14th, and, being inflated during the afternoon, was full and made snug by sundown. But as the meteor radiant would not be well above the horizon till after midnight, the aeronautical party retired for refreshment, and subsequently for rest, when, as the night wore on, it became evident that, though the sky remained clear, there would be no meteor display that night. The next day was overcast, and by nightfall hopelessly so, the clouds ever thickening, with absence of wind or any indication which might give promise of a change. Thus by midnight it became impossible to tell whether any display were in progress or not.

Under these circ.u.mstances, it might have been difficult to decide when to make the start with the best show of reason. Clearly too early a start could not subsequently be rectified; the balloon, once off, could not come back again; while, once liberated, it would be highly unwise for it to remain aloft and hidden by clouds for more than some two hours, lest it should be carried out to sea.

Happily the right decision under these circ.u.mstances was perfectly clear. Other things being equal, the best time would be about 4 a.m., by which period the moon, then near the full, would be getting low, and the two hours of darkness left would afford the best seeing. Leaving, then, an efficient outlook on the balloon ground, the party enjoyed for some hours the entertainment offered them by the Newbury Guildhall Club, and at 4 a.m. taking their seats in the car, sailed up into the calm chilly air of the November night.

But the chilliness did not last for long. A height of 1,500 feet was read by the Davy lamp, and then we entered fog--warm, wetting fog, through which the balloon would make no progress in spite of a prodigal discharge of sand. The fact was that the balloon, which had become chilled through the night hours, was gathering a great weight of moisture from condensation on its surface, and when, at last, the whole depth of the cloud, 1,500 feet, had been penetrated, the chill of the upper air crippled the balloon and sent her plunging down again into the mist, necessitating yet further expenditure of sand, which by this time had amounted to no less than 3 1/2 cwt. in twenty minutes. And then at last we reached our level, a region on the upper margin of the cloud floor, where evaporation reduced the temperature, that had recently been that of greenhouse warmth, to intense cold.

That evaporation was going on around us on a gigantic scale was made very manifest. The surface of the vast cloud floor below us was in a perfect turmoil, like that of a troubled sea. If the cloud surface could be compared to anything on earth it most resembled sea where waves are running mountains high. At one moment we should be sailing over a trough, wide and deep below us, the next a mighty billow would toss itself aloft and vanish utterly into s.p.a.ce. Everywhere wreaths of mist with ragged fringes were withering away into empty air, and, more remarkable yet, was the conflict of wind which sent the cloud wrack flying simply in all directions.

For two hours now there was opportunity for observing at leisure all that could be made of the falling meteors. There were a few, and these, owing to our clear, elevated region, were exceptionally bright. The majority, too, were true Leonids, issuing from the radiant point in the "Sickle," but these were not more numerous than may be counted on that night in any year, and served to emphasise the fact that no real display was in progress. The outlook was maintained, and careful notes made for two hours, at the end of which time the dawn began to break, the stars went in, and we were ready to pack up and come down.

But the point was that we were not coming down. We were at that time, 6 a.m., 4,000 feet high, and it needs no pointing out that at such an alt.i.tude it would have been madness to tear open our huge rending valve, thus emptying the balloon of gas. It may also be unnecessary to point out that in an ordinary afternoon ascent such a valve would be perfectly satisfactory, for under these circ.u.mstances the sun presently must go down, the air must grow chill, and the balloon must come earthward, allowing of an easy descent until a safe and suitable opportunity for rending the valve occurred; but now we knew that conditions were reversed, and that the sun was just going to rise.

And then it was we realised that we were caught in a trap. From that moment it was painfully evident that we were powerless to act, and were at the mercy of circ.u.mstances. By this time the light was strong, and, being well above the tossing billows of mist, we commanded an extended view on every side, which revealed, however, only the upper unbroken surface of the dense cloud canopy that lay over all the British Isles.

We could only make a rough guess as to our probable locality. We knew that our course at starting lay towards the west, and if we were maintaining that course a travel of scarcely more than sixty miles would carry us out to the open sea. We had already been aloft for two hours, and as we were at an alt.i.tude at which fast upper currents are commonly met with, it was high time that, for safety, we should be coming down; yet it was morally certain that it would be now many hours before our balloon would commence to descend of its own accord by sheer slow leakage of gas, by which time, beyond all reasonable doubt, we must be carried far out over the Atlantic. All we could do was to listen intently for any sounds that might reach us from earth, and a.s.sure us that we were still over the land; and for a length of time such sounds were vouchsafed us--the bark of a dog, the lowing of cattle, the ringing trot of a horse on some hard road far down.

And then, as we were expecting, the sun climbed up into an unsullied sky, and, mounting by leaps and bounds, we watched the cloud floor receding beneath us. The effect was extremely beautiful. A description written to the Times the next morning, while the impression was still fresh, and from notes made at this period, ran thus:--"Away to an infinitely distant horizon stretched rolling billows of snowy whiteness, broken up here and there into seeming icefields, with huge fantastic hummocks. Elsewhere domes and spires reared themselves above the general surface, or an isolated Matterhorn towered into s.p.a.ce. In some quarters it was impossible to look without the conviction that we actually beheld the outline of lofty cliffs overhanging a none too distant sea." Shortly we began to hear loud reports overhead, resembling small explosions, and we knew what these were--the moist, shrunken netting was giving out under the hot sun and yielding now and again with sudden release to the rapidly expanding gas. It was, therefore, with grave concern, but with no surprise, that when we next turned to the aneroid we found the index pointing to 9,000 feet, and still moving upwards.

Hour after hour pa.s.sed by, and, sounds having ceased to reach us, it remains uncertain whether or no we were actually carried out to sea and headed back again by contrary currents, an experience with which aeronauts, including the writer, have been familiar; but, at length, there was borne up to us the distant sound of heavy hammers and of frequent trains, from which we gathered that we were probably over Bristol, and it was then that the thought occurred to my daughter that we might possibly communicate with those below with a view to succour.

This led to our writing the following message many times over on blank telegraph forms and casting them down:--"Urgent. Large balloon from Newbury travelling overhead above the clouds. Cannot descend. Telegraph to sea coast (coast-guards) to be ready to rescue.--Bacon and Spencer."

While thus occupied we caught the sound of waves, and the shriek of a ship's siren. We were crossing a reach of the Severn, and most of our missives probably fell in the sea. But over the estuary there must have been a cold upper current blowing, which crippled our balloon, for the aneroid presently told of a fall of 2,000 feet. It was now past noon, and to us the turn of the tide was come. Very slowly, and with strange fluctuations, the balloon crept down till it reached and became enveloped in the cloud below, and then the end was near. The actual descent occupied nearly two hours, and affords a curious study in aerostation. The details of the balloon's dying struggles and of our own rough descent, entailing the fracture of my daughter's arm, are told in another volume.{*}

We fell near Neath, Glamorganshire, only one and a half miles short of the sea, completing a voyage which is a record in English ballooning--ten hours from start to finish.

* "By Land and Sky," by the Author.

CHAPTER XXVI. RECENT AERONAUTICAL EVENTS.

The first trial of the Zeppelin air ship was arranged to take place on June 30th, 1900, a day which, from absence of wind, was eminently well suited for the purpose; but the inflation proved too slow a process, and operations were postponed to the morrow. The morrow, however, was somewhat windy, causing delay, and by the time all was in readiness darkness had set in and the start was once more postponed. On the evening of the third day the monster craft was skilfully and successfully manoeuvred, and, rising with a very light wind, got fairly away, carrying Count Zeppelin and four other persons in the two cars.

Drifting with the wind, it attained a height of some 800 or 900 feet, at which point the steering apparatus being brought into play it circled round and faced the wind, when it remained stationary. But not for long.

Shortly it began to descend and, sinking gradually, gracefully, and in perfect safety, in about nine minutes it reached and rested on the water, when it was towed home.

A little later in the month, July, another trial was made, when a wind was blowing estimated at sixteen miles an hour. As on the previous occasion, the direct influence of the sun was avoided by waiting till evening hours. It ascended at 8 p.m., and the engines getting to work it made a slow progress of about two miles an hour against the wind for about 3 1/2 miles, when one of the rudders gave way, and the machine was obliged to descend.

On the evening of October 24th of the same year, in very calm weather and with better hope, another ascent was made. On this occasion, however, success was frustrated by one of the rear rudders getting foul of the gear, followed by the escape of gas from one of the balloons.

Another and more successful trial took place in the same month, again in calm atmosphere. Inferior gas was employed, and it would appear that the vessel had not sufficient buoyancy. It remained aloft for a period of twenty minutes, during which it proved perfectly manageable, making a graceful journey out and home, and returning close to its point of departure. This magnificent air ship, the result of twenty years of experiment, has since been abandoned and broken up; yet the sacrifice has not been without result. Over and above the stimulus which Count Zeppelin's great endeavour has given to the aeronautical world, two special triumphs are his. He has shown balloonists how to make a perfectly gas-tight material, and has raised powerful petroleum motors in a balloon with safety.

In the early part of 1900 it was announced that a member of the Paris Aero Club, who at the time withheld his name (M. Deutsch) offered a prize of 100,000 francs to the aeronaut who, either in a balloon or flying machine, starting from the grounds of the Aero Club at Longchamps, would make a journey round the Eiffel Tower, returning to the starting place within half an hour. The donor would withdraw his prize if not won within five years, and in the meanwhile would pay 4,000 francs annually towards the encouragement of worthy experimenters.

It was from this time that flying machines in great variety and goodly number began to be heard of, if not actually seen. One of the earliest to be announced in the Press was a machine invented by the Russian, Feedoroff, and the Frenchman, Dupont. Dr. Danilewsky came forward with a flying machine combining balloon and aeroplane, the steering of which would be worked like a velocipede by the feet of the aeronaut.

Mr. P. Y. Alexander, of Bath, who had long been an enthusiastic balloonist, and who had devoted a vast amount of pains, originality, and engineering skill to the pursuit of aeronautics, was at this time giving much attention to the flying machine, and was, indeed, one of the a.s.sistants in the first successful launching of the Zeppelin airship.

In concert with Mr. W. G. Walker, A.M.I.C.E., Mr. Alexander carried out some valuable and exhaustive experiments on the lifting power of air propellers, 30 feet in diameter, driven by a portable engine. The results, which were of a purely technical nature, have been embodied in a carefully compiled memoir.

An air ship now appeared, invented by M. Rose, consisting of two elongated vessels filled with gas, and carrying the working gear and car between them. The machine was intentionally made heavier than air, and was operated by a petrol motor of 12-horse power.

It was now that announcements began to be made to the effect that, next to the Zeppelin air ship, M. Santos Dumont's balloon was probably attracting most of the attention of experts. The account given of this air vessel by the Daily Express was somewhat startling. The balloon proper was compared to a large torpedo. Three feet beneath this hangs the gasoline motor which is to supply the power. The propeller is 12 feet in diameter, and is revolved so rapidly by the motor that the engine frequently gets red hot. The only accommodation for the traveller is a little bicycle seat, from which the aeronaut will direct his motor and steering gear by means of treadles. Then the inclination or declination of his machine must be noted on the spirit level at his side, and the 200 odd pounds of ballast must be regulated as the course requires.

A more detailed account of this navigable balloon was furnished by a member of the Paris Aero Club. From this authority we learn that the capacity of the balloon was 10,700 cubic feet. It contained an inner balloon and an air fan, the function of which was to maintain the shape of the balloon when meeting the wind, and the whole was operated by a 10-horse power motor capable of working the screw at 100 revolutions per minute.

But before the aerial exploits of Santos Dumont had become famous, balloons had again claimed public attention. On August 1st Captain Spelterini, with two companions, taking a balloon and 180 cylinders of hydrogen to the top of the Rigi and ascending thence, pursued a north-east course, across extensive and beautiful tracts of icefield and mountain fastnesses unvisited by men. The descent, which was difficult and critical, was happily manoeuvred. This took place on the Gnuetseven, a peak over 5,000 feet high, the plateau on which the voyagers landed being described as only 50 yards square, surrounded by precipices.

On the 10th of September following the writer was fortunate in carrying out some wireless telegraphy experiments in a balloon, the success of which is entirely due to the unrivalled skill of Mr. Nevil Maskelyne, F.R.A.S., and to his clever adaptation of the special apparatus of his own invention to the exigencies of a free balloon. The occasion was the garden party at the Bradford meeting of the British a.s.sociation, Admiral Sir Edmund Fremantle taking part in the voyage, with Mr. Percival Spencer in charge. The experiment was to include the firing of a mine in the grounds two minutes after the balloon had left, and this item was entirely successful. The main idea was to attempt to establish communication between a base and a free balloon retreating through s.p.a.ce at a height beyond practicable gun shot. The wind was fast and squally, and the unavoidable rough jolting which the car received at the start put the transmitting instrument out of action. The messages, however, which were sent from the grounds at Lister Park were received and watched by the occupants of the car up to a distance of twenty miles, at which point the voyage terminated.

On September 30th, and also on October 9th, of this year, took place two princ.i.p.al balloon races from Vincennes in connection with the Paris Exposition. In the first race, among those who competed were M. Jacques Faure, the Count de la Vaulx, and M. Jacques Balsan. The Count was the winner, reaching Wocawek, in Russian Poland, a travel of 706 miles, in 21 hours 34 minutes. M. Balsan was second, descending near Dantzig in East Prussia, 757 miles, in 22 hours. M. Jacques Faure reached Mamlitz, in East Prussia, a distance of 753 miles.

In the final race the Count de la Vaulx made a record voyage of 1,193 miles, reaching Korosticheff, in Russia, in 35 hours 45 minutes, attaining a maximum alt.i.tude of 18,810 feet. M. J. Balsan reached a greater height, namely, 21,582 feet, travelling to Rodom, in Russia, a distance of 843 miles, in 27 hours 25 minutes.

Some phenomenal alt.i.tudes were attained at this time. In September, 1898, Dr. Berson, of Berlin, ascended from the Crystal Palace in a balloon inflated with hydrogen, under the management of Mr. Stanley Spencer, oxygen being an essential part of the equipment. The start was made at 5 p.m., and the balloon at first drifted south-east, out over the mouth of the Thames, until at an alt.i.tude of 10,000 feet an upper current changed the course to southwest, the balloon mounting rapidly till 23,000 feet was reached, at which height the coast of France was plainly seen. At 25,000 feet both voyagers were gasping, and compelled to inhale oxygen. At 27,500 feet, only four bags of ballast being left, the descent was commenced, and a safe landing was effected at Romford.

Subsequently Dr. Berson, in company with Dr. Suring, ascending from Berlin, attained an alt.i.tude of 34,000 feet. At 30,000 feet the aeronauts were inhaling oxygen, and before reaching their highest point both had for a considerable time remained unconscious.

In 1901 a new aeroplane flying machine began to attract attention, the invention of Herr Kress. A novel feature of the machine was a device to render it of avail for Arctic travel. In shape it might be compared to an iceboat with two keels and a long stem, the keels being adapted to run on ice or snow, while the boat would float on water. Power was to be derived from a petrol motor.

At the same period M. Henry Sutor was busy on Lake Constance with an air ship designed also to float on water. Then Mr. Buchanan followed with a fish-shaped vessel, one of the most important specialities of which consisted in side propellers, the surfaces of which were roughened with minute diagonal grooves to effect a greater grip on the air.

No less original was the air ship, 100 feet long, and carrying 18,000 cubic feet of gas, which Mr. W. Beedle was engaged upon. In this machine, besides the propellers for controlling the horizontal motion, there was one to regulate vertical motion, with a view of obviating expenditure of gas or ballast.

But by this time M. Santos Dumont, pursuing his hobby with unparalleled perseverance, had built in succession no less than six air ships, meeting with no mean success, profiting by every lesson taught by failures, and making light of all accidents, great or small. On July 15th, 1901, he made a famous try for the Deutsch prize in a cigar-shaped balloon, 110 feet long, 19,000 cubic feet capacity, carrying a Daimler oil motor of 15-horse power. The day was not favourable, but, starting from the Parc d'Aerostation, he was abreast of the Eiffel Tower in thirteen minutes, circling round which, and battling against a head wind, he reached the grounds of the Aero Club in 41 minutes from the start, or 11 minutes late by the conditions of the prize. A cylinder had broken down, and the balance of the vessel had become upset.

Within a fortnight--July 29th--in favourable weather, he made another flight, lasting fifteen minutes, at the end of which he had returned to his starting ground. Then on August 8th a more momentous attempt came off. Sailing up with a rapid ascent, and flying with the wind, Santos Dumont covered the distance to the Tower in five minutes only, and gracefully swung round; but, immediately after, the wind played havoc, slowing down the motor, at the same time damaging the balloon, and causing an escape of gas. On this Santos Dumont, ascending higher into the sky, quitted the car, and climbed along the keel to inspect, and, if possible, rectify the motor, but with little success. The balloon was emptying, and the machine pitched badly, till a further rent occurred, when it commenced falling hopelessly and with a speed momentarily increasing.

Slanting over a roof, the balloon caught a chimney and tore asunder; but the wreck, also catching, held fast, while the car hung helplessly down a blank wall. In this perilous predicament great coolness and agility alone averted disaster, till firemen were able to come to the rescue.

The air ship was damaged beyond repair, but by September 6th another was completed, and on trial appeared to work well until, while travelling at speed, it was brought up and badly strained by the trail rope catching in trees.

Early in the next month the young Brazilian was aloft again, with weather conditions entirely in his favour; but again certain minor mishaps prevented his next struggle for the prize, which did not take place till the 19th. On this day a light cross wind was blowing, not sufficient, however, seriously to influence the first stage of the time race, and the outward journey was accomplished with a direct flight in nine minutes. On rounding the tower, however, the wind began to tell prejudicially, and the propeller became deranged. On this, letting his vessel fall off from the wind, Santos Dumont crawled along the framework till he reached the motor, which he succeeded in again setting in working order, though not without a delay of several minutes and some loss of ground. From that point the return journey was accomplished in eight minutes, and the race was, at the time, declared lost by 40 seconds only.

The most important and novel feature in the air ships constructed by Santos Dumont was the internal ballonet, inflated automatically by a ventilator, the expedient being designed to preserve the shape of the main balloon itself while meeting the wind. On the whole, it answered well, and took the place of the heavy wire cage used by Zeppelin.

M. de Fonvielle, commenting on the achievements of Santos Dumont, wrote:--"It does not appear that he has navigated his balloon against more than very light winds, but in his machinery he has shown such attention to detail that it may reasonably be expected that if he continues to increase his motive power he will, ere long, exceed past performances."

Mr. Chanute has a further word to say about the possibility of making balloons navigable. He considers that their size will have to be great to the verge of impracticability and the power of the motor enormous in proportion to its weight. As to flying machines, properly so called, he calculates the best that has been done to be the sustaining of from 27 lbs. to 55 lbs. per horse power by impact upon the air. But Mr. Chanute also argues that the equilibrium is of prime importance, and on this point there could scarcely be a greater authority. No one of living men has given more attention to the problem of "soaring," and it is stated that he has had about a thousand "slides" made by a.s.sistants, with different types of machine, and all without the slightest accident.

Many other aerial vessels might be mentioned. Mr. T. H. Bastin, of Clapham, has been engaged for many years on a machine which should imitate bird flight as nearly as this may be practicable.

Baron Bradsky aims at a navigable balloon on an ambitious scale. M.

Tatin is another candidate for the Deutsch prize. Of Dr. Barton's air ship more is looked for, as being designed for the War Office. It is understood that the official requirements demand a machine which, while capable of transporting a man through the air at a speed of 13 miles an hour, can remain fully inflated for 48 hours. One of the most sanguine, as well as enterprising, imitators of Santos Dumont was a fellow countryman, Auguste Severo. Of his machine during construction little could be gathered, and still less seen, from the fact that the various parts were being manufactured at different workshops, but it was known to be of large size and to be fitted with powerful motors. This was an ill-fated vessel. At an early hour on May 12th of this year, 1902, all Paris was startled by a report that M. Severo and his a.s.sistant, M.

Sachet had been killed while making a trial excursion. It appears that at daybreak it had been decided that the favourable moment for trial had arrived. The machinery was got ready, and with little delay the air vessel was dismissed and rose quietly and steadily into the calm sky.

The Daily Mail gives the following account of what ensued:--