Dick Hamilton's Airship; Or, A Young Millionaire in the Clouds

by Howard Roger Garis

When the airship had been hauled to the edge of the starting ground, a smooth, hard-packed, level space, inclining slightly down grade, so as to give every advantage, a careful inspection was made of every part of the craft.

As I have explained, all the vital parts of the Abaris were in the enclosed cabin, a unique feature of the airship. In that, located "amid-ships," was the big motor, the various controls, the living, sleeping and dining-rooms and storage compartments for oil, gasolene and supplies. Naturally there was no excess room, and quarters were almost as cramped as on a submarine, where every inch counts.

But there was room enough to move about, and have some comfort. On an enclosed platform back of the cabin there was more space. That was like an open deck, and those on it would be protected from the fierce rushing of the air, by means of the cabin. This cabin, I might add, was built wedge-shaped, with the small part pointing ahead, to cut down the air resistance as much as possible.

The big propellers were of course outside the cabin, and in the rear, where was located the horizontal rudder, for guiding the craft to right or left. At the rear was also an auxiliary vertical rudder, for elevating or lowering the craft. The main elevation rudder was in front, and this was of a new shape, never before used, as far as Mr. Vardon knew.

There was another feature of the Abaris that was new and one which added much to the comfort and safety of those aboard her. This had to do with the starting of the motor and the operation of the big wooden propellers.

In most aeroplanes, whether of the single or double type, the propeller, or propellers, are directly connected to the motor. In some monoplanes the motor, especially the Gnome, itself rotates, carrying the blades with it. In biplanes, such as the Burgess, Wright or Curtiss, it is the custom to operate the propellers directly from the motor, either by means of a shaft, or by sprocket chains.

But, in any case, the starting of the engine means the whirling of the propellers, for they are directly connected. This is why, when once the engine stops in mid-air, it can not be started again. Or at least if it is started it is mostly a matter of chance in getting it to go under compression or by the spark. There is no chance for the aviator to get out and whirl the propellers which are, in a measure, what a flywheel is to an automobile.

Also that is why the aviator has to be in his seat at the controls, and have some other person start his machine for him, by turning over the propeller, or propellers until the motor fires.

Lately however, especially since the talk of the flight across the Atlantic, a means has been found to allow the aviator, or some helper with him, to start the engine once it has stalled in midair. This is accomplished by means of a sprocket chain gear and a crank connected to the engine shaft. The turning handle is within reach of the aviator.

But Mr. Vardon, and Dick, working together, had evolved something better than this. Of course in their craft, with space to move about in the cabin, they had an advantage over the ordinary aviator, who, in case of engine trouble, has no place to step to to make an examination.