The Ocean Flyer was equipped with the first enclosed car or cabin ever used on an aeroplane. The compartments of its two decks connected with each other, but all could be made one air-tight whole. Even the engines were within an air-tight compartment. Attached to the bow of the hull was a large metal funnel with a wide flange. Tubes leading from the small end of this passed into each room on the vessel. Flying at sixty miles or more an hour caused the air to rush into this funnel with such force as soon to fill any or all of the compartments with compressed air. At a speed of two hundred miles per hour, this was likely to be so great that, instead of having too little air, there would be far too much were it not for regulating pressure gauges which shut off the flow from time to time. Thus the aeronauts were not only assured plenty of breathing air even in the highest altitudes, but the pressure gave sufficient heat to prevent frost bite from the intense cold which prevails beyond a certain height above the earth’s surface.
A supply of oxygen was of course carried for use in case of necessity, although the Airship Boys had in the past proved that their funnel device obviated all need of it.
The pilot room was located at the bow on the second deck. In appearance it largely resembled the wheel-house of the ordinary ocean liner. The compass box, with its compensating magnetic mechanism beneath, stood just in front of the steering wheel, below and parallel with which, but not connected with it, was a wheel for elevating or depressing the planes. Both of these wheels operated indirectly, utilizing compressed air cylinders to move the big rudder and wing surfaces. At the right of these wheels was the engine control, consisting of a series of starting and stopping levers for each engine and the gear clutch for each wheel.
At the left, in compact, semicircular form, was the signal-board, the automatic indicator recording at all times the position of each plane, the set of the rudder and the speed of the engines. Below this was the chronometer and a speaking tube which kept the pilot always in communication with every other part of the vessel. Immediately behind the pilot’s wheel was a seeming confusion of indicators and gauges for the making of observations. There was the aerometer, the automatic barograph, the checking barometer, the equilibrium statoscope, a self-recording thermometer, the compressed air gauge for all compartments, chart racks, indicators to show the exact rate of consumption of fuel and lubricating oil and so on.
As may be surmised, the duties of the pilot were not merely to steer and keep a lookout ahead, but also to watch the machine and counteract the influence of unexpected air currents and those atmospheric obstructions like “pockets,” indistinguishable puffs of air, and the like, which are always very dangerous and will jolt an airship exactly as a rock or piece of wood will bounce an automobile into the air and maybe completely overturn it. Among experienced aeronauts, these air-ruts are recognized as being one of the chief perils in aviation.
Ned Napier and Alan Hope usually took turns acting as pilot on a three-hour shift, any longer interval of duty being too nerve-racking a strain. The third man whom they usually took with them on the Ocean Flyer was supposed to be stationed in the engine room. It was his duty to watch the automatic fuel and lubricator supply feed pipes, the compressed air gauges and pipe valves, the signal and illuminating light motor, the oxygen tanks and the plane valves, in addition to the wireless apparatus for communication with the outside world.
On long flights one of the three aviators slept while the others remained on duty. Thus one of them was always kept fresh and alert to meet the demands of any unforeseen emergency.
Ned, Alan and Major Honeywell made a careful investigation of every detail of the Ocean Flyer, satisfying themselves that it was in all respects perfect for their hazardous trip. They found everything to be absolutely shipshape, and those additional supplies which had arrived, were already being stowed away on board.
“Well,” said Alan, “everything seems to be attended to properly, and there is no reason why we can’t start any time we like. The sooner the better, because there’s no telling what they may be going to do to Bob over there in Belgium any one of these days.”
“Right,” echoed Ned. “Let’s see. To-day is Wednesday. What do you say to starting off to-morrow morning early. Then we can arrive in Muhlbruck not later than some time early Friday morning. We will have darkness to cover our arrival there.”