"Appropriate name the 'Golden Hind,'" remarked Bramsdean, as the three
ex-R.A.F. officers made their way towards the concealed hangar. "That's
what Drake's ship was called, and he was the first Englishman to
circumnavigate the world."
"Yes," replied Fosterdyke. "We must take it as an augury that this
'Golden Hind' will do in the air what her namesake did on the sea."
"Not in every respect, I hope," said Kenneth Kenyon, with a laugh.
"Drake did a considerable amount of filibustering on his voyage, I
believe."
"Ah, yes," answered Sir Reginald. "Those were good old days. Now left,"
he added. "Mind yourselves, the brambles are a bit dangerous."
Turning off the grass-grown road and down a side path, the two chums
found themselves entering a dense thicket that formed an outer fringe of
the pine wood.
"Short cut," remarked Fosterdyke, laconically. "Now, there you are."
A glade in the woods revealed the end of a lofty corrugated iron shed,
the hangar in which the "Golden Hind" was fast approaching completion.
The baronet "knew his way about." He knew how to deal with the
dictatorial and often completely muddled officials who ran the Surplus
Disposals Board, and had succeeded in obtaining, at a comparatively low
cost, a practically new airship shed, together with an enormous quantity
of material.
"Now tell me what you think of her," he said, throwing open a small door
in the rear end of the building.
Kenyon and Bramsdean paused in astonishment at what they saw. The
"Golden Hind" was neither airship nor aeroplane in the strict sense of
the word, but a hybrid embodying the salient features of both. The
fuselage, constructed almost entirely of aluminium, was a full 120 feet
in length, and enclosed so as to form a series of cabins or
compartments. Amidships these attained a beam of 15 feet, tapering fore
and aft until the end compartments terminated in a sharp wedge.
Wherever there were observation windows they were "glazed" with light
but tough fire-proof celluloid, sufficiently strong to withstand
wind-pressure.
On either side of the hull, as Fosterdyke termed it, were six planes
arranged in pairs, each being 30 feet in fore and aft direction, and
projecting 25 feet from the side of the fuselage. Thus the total
breadth of the "Golden Hind" was well under 60 feet. On angle brackets
rising obliquely from the fuselage were six large aluminium propellers,
chain-driven by means of six 350-h.p. motors.
"Some power there," remarked Kenyon, enthusiastically.
"Rather," agreed Sir Reginald. "Sufficient to lift her independently of
the gas-bag, while in the unlikely event of the motors giving out there
is enough lifting power in the envelope to keep her up for an indefinite
period. Did you notice the small propellers in the wake of the large
ones?"
"Yes, sir," replied Bramsdean. "Left-handed blades."
"Precisely," agreed Fosterdyke. "They work on the same shaft, only in a
reverse direction. It's a little stunt of mine to utilise the eddies in
the wake of the main propellers. Yes, petrol-driven. I tried to find
an ideal fuel, one that is non-inflammable or practically so, except in
compression; but that's done me so far. There's a huge fortune awaiting
the chemist who succeeds in producing a liquid capable of conforming to
these conditions. I even made a cordite-fired motor once--something on
the Maxim-gun principle, fed by cordite grains from a hopper. It did
splendidly as far as developing power was concerned, but the difficulty
of excessive consumption and the pitting of the walls of the cylinder
did me. However, my experiments haven't all been failures. Now look at
the gas-bag."
"It's only partly inflated," observed Peter.
"No, fully," corrected Fosterdyke. "The envelope is a rigid one of
aluminium, subdivided into forty-nine compartments, each of which
contains a flexible ballonet. Each ballonet is theoretically proof
against leakage--in practice there is an almost inappreciable porosity,
which hardly counts for a comparatively short period, say a month. The
gas isn't hydrogen, nor is it the helium we used during the war.
Helium, although practically non-inflammable, is heavier than hydrogen.
Fortunately, I hit upon a rather smart youngster who had been in a
Government laboratory before he joined the R.A.F. With his assistance I
discovered a gas that is not only lighter than hydrogen, but is as
non-inflammable as helium. I've named the stuff 'Brodium,' after the
youngster who helped me so efficaciously. When this stunt's over, we're
going to work the gas on a commercial basis, but for the present it's
advisable to keep it a secret.
"You observe that the section of the envelope is far from being
circular. The horizontal diameter is three-and-a-half times that of the
vertical. That gives less surface for a side wind, and consequently
less drift, while the 'cod's head and mackerel tail' ought to give a
perfect stream-line."
"You carry a pretty stiff lot of fuel with those motors," remarked
Kenyon.
"Rather," was the reply. "Enough for 5000 miles; which means, allowing
for deviations from a straight uniform course, about six halts to
replenish petrol tanks. We carry no water ballast of any description.
When the fuel supply runs low, there is a tendency for the airship to
rise, owing to the reduced weight. To counteract this, a certain
quantity of brodium is exhausted from the ballonets into cast-iron
cylinders, where it is stored under pressure until required again. The
leakage during this operation is less than one-half per cent. Now we'll
get on board."
Past groups of busy workmen the three ex-officers made their way. Both
Kenyon and Bramsdean noticed that the men worked as if they had an
interest in what they were doing. Several they recognised as being in
the same "Flight" in which they had served on the other side of the
Channel.
"Like old times," said Kenyon in a low voice.
"Rather, old son," agreed his chum.
They boarded the "Golden Hind," where workmen were putting finishing
touches to the interior decorations of the cabins. The floor was
composed of rigid aluminium plates, corrugated in order to provide a
firm foothold, and temporarily covered with sacking to prevent undue
wear upon the relatively soft metal.
The door--one of the four--by which they entered was on the port side
aft. It opened into a saloon 20 feet by 7 feet, which in turn
communicated with a fore-and-aft alley-way extending almost the extreme
length of the fuselage.
"We'll start right aft and work for'ard," said Fosterdyke. "If you can
suggest any alterations in the internal fittings, let me know. It often
happens that a new arrival spots something that the original designer
has overlooked."
"Must have taken some thinking out, sir," remarked Bramsdean.
"M'yes," agreed Sir Reginald. "I'm afraid I spent some sleepless nights
over the business. This is my cabin."
The chums found themselves in a compartment measuring 15 feet in a
fore-and-aft direction and 10 feet across the for'ard bulkhead, the
width diminishing to the rounded end of the nacelle. It was plainly
furnished. A canvas cot, a folding table, and two camp chairs
comprising the principal contents. The large windows with celluloid
panes afforded a wide outlook, while should the atmospheric conditions
be favourable, the windows opened after the manner of those in a railway
carriage.
Retracing their steps, the chums inspected the motors immediately
for'ard of the owner's cabin. Each was in a compartment measuring 10
feet by 6 feet, leaving an uninterrupted alley-way nearly 3 feet in
length between.
"The fuel and oil tanks are underneath the alley-way," Fosterdyke
pointed out. "I'm using pressure-feed in preference to gravity-feed. It
keeps the centre of gravity lower. What do you think of the engines?"
"Clinking little motors," replied Kenyon, enthusiastically, as he
studied the spotlessly clean mechanism with professional interest.
"There are six motor rooms, three on each side," observed the baronet.
"I'm taking twelve motor-mechanics to be on the safe side. When we are
running free, one man will look after two engines, but in any case half
the number will be off-duty at a time. Now, this is your cabin."
He opened a sliding-door on the port side, corresponding with the
officers' dining-room on the starboard side. It was a compartment 20
feet by 6 feet 6 inches, with a bunk at each end running athwartships,
and as plainly furnished as the owner's quarters.
"Heaps of room," declared Bramsdean, "and warming apparatus, too."
"Yes," replied Fosterdyke, "we had the exhausts led under the cabins.
Nothing like keeping warm at high altitudes. Warmth and good
food--that's more than half the battle. See this ladder?"
He indicated a metal ladder in the alley-way, clamped vertically to the
outer wall of the cabin.
"Leads through that hatchway," he continued, "right to the upper surface
of the envelope. There's an observation platform--useful to take
stellar observations and all that sort of thing. But you won't find a
machine-gun there," he added with a laugh.
Passing between the 'midship pair of motor-rooms, Fosterdyke halted in a
door-way on the port side.
"Pantry and kitchen," he remarked.
"I'm taking a couple of good cooks. All the stoves are electrically
heated. There's a dynamo working off the main shaft of each of the
'midship motors. The starboard one provides 'juice' for the kitchen;
that on the port generates electricity for the searchlights and internal
lighting. Underneath are fresh water tanks and dry provision stores."
On the port side corresponding to the kitchen were the air-mechanics'
quarters; while beyond the for'ard motor room the alley-way terminated,
opening into a triangular space 30 feet long and 12 feet at its greatest
breadth.
"The crew's quarters," explained Fosterdyke. "Ample accommodation for
eight deck-hands and the two cooks. You'll notice that the head-room is
less than elsewhere. That's because of the navigation-room overhead."
The chums looked upwards at the ceiling. There was no indication of a
hatchway of any description.
"You gain the navigation-room from the alley-way," explained Sir
Reginald, noting their puzzled glances. "Saves the inconvenience of
disturbing the 'watch below' by having to pass through their quarters.
Up with you, Kenyon. Thank your lucky stars you're not a bulky fellow.
Mind your head against that girder."
Bramsdean followed his chum, the baronet bringing up the rear.
The combined chart-room and navigation compartment was spacious in
extent, but considerably congested with an intricate array of levers,
telephones, indicators, switches, and a compact wireless cabinet. In the
centre was a table with clamps to hold a large-size chart. Right "in
the eyes of the ship" was a gyroscopic compass, which, by reason of the
needle pointing to the true, instead of the magnetic, north pole,
greatly simplified steering a course, since those complicated factors,
variation and deviation, were eliminated. Altimeters, heeling
indicators, barometer, thermometer, and chronometer, with other
scientific instruments, completed the equipment of the room, which was
in telephonic communication with every part of the airship.
From the car the three men ascended to the interior of the envelope,
climbing by means of aluminium rungs bolted to the flexible shaft. Once
inside the rigid envelope, it was possible to walk the whole five
hundred feet length of the airship along a narrow platform. From the
latter crossways ran at frequent intervals so that access could be
obtained to any of the ballonets.
The interior reeked of the strong but not obnoxious fumes of the
brodium.
"Leak somewhere," remarked Kenyon, sniffing audibly.
"Yes," agreed Fosterdyke, "one of the supply pipes gave out this
morning; otherwise you wouldn't know by the sense of smell that the
envelope was fully charged."
He struck a match and held it aloft. It burned with a pale green flame.
"I wouldn't care to do this with hydrogen," he remarked.
"Non-inflammability of the gas practically does away with all risk.
When you recall the numerous accidents to aircraft in the earlier stages
of the war, you will find that in over eighty per cent. they were caused
by combustion. Of course I'm referring to disasters other than those
caused directly by enemy action. Now, carry on; up you go ... no, hold
on," he added, as a bell rang shrilly just above their heads.
"One of the workmen coming down," said Fosterdyke. "Opening a flap at
the top of this shaft automatically rings an alarm, otherwise anyone
ascending might stand the risk of being kicked on the head by the feet
of someone else descending."
"By Jove! I know that chap!" exclaimed Kenyon, after the mechanic had
descended the long vertical ladder.
"Yes, it's Flight-sergeant Hayward," added Bramsdean. "He got the
D.C.M. for downing two Boche 'planes over Bapaume."
"That's right," agreed the baronet. "Jolly fine mechanic he is, too. Do
you happen to know how he came to join the Royal Flying Corps? No; then
I'll let you into a secret. It was in '16 that he enlisted. Previous
to that he was a conscientious objector, and, I believe, a genuine one
at that. What caused him to change his opinions was rather remarkable.
Do you remember that Zepp raid over Lancashire? Hayward was driving a
motor-lorry that night somewhere up in the hills north of Manchester; a
bomb fell in the road some yards behind him and blew the back of his
lorry to bits. He came off with a shaking and a changed outlook on
life. Next morning he joined up. Yes, Hayward's quite a good sort;
he's been invaluable to me."
"Had any trouble from inquisitive outsiders, sir?" asked Kenyon.
"No, none whatever," replied Fosterdyke. "Touch wood. People in the
village hereabouts have seen enough aircraft during the war to take the
edge off their curiosity. As for our rival competitors, well, if they
can pick up a wrinkle or two it will make the contest even more
exciting."
"If we succeed there'll be a stir," said Bramsdean.
"Yes," agreed the baronet; "it's the first who scores in these
undertakings. See what a fuss was made when the Atlantic was first flown
by aeroplanes. If the feat were repeated, not a fraction of public
interest would be directed to it. The novelty has gone, as it were.
Even interest in the flight to Australia--in itself an epic of courage,
skill, and determination--was limited. Sensations of yesterday become
mediocrities of to-day. For instance Bleriot's flight from France to
England: see what an outburst of excitement that caused. Since then
thousands of machines have crossed the Channel without exciting comment.
Now I think I've shown you everything that is to be seen. How about
lunch?"