Flying the Atlantic in Sixteen Hours / With a Discussion of Aircraft in Commerce and Transportation

by Sir Arthur Whitten Brown

A suitable mooring tower constitutes an enormous saving of time and labor. The Vickers Patent Mooring Gear, which has been tested satisfactorily, can be worked by half a dozen men; whereas the old method of rope pulling and dragging needs two to four hundred men for landing an airship of three million, five hundred thousand cubic feet capacity.

With existing methods, a rigid airship must be housed in a suitable shed when not in flight. The danger and difficulty of removing the ship from its shed, and returning it safely thereto after a journey, restricts the number of actual flying days in the year to those on which such operations can be performed without risk of damage, although a modern rigid airship may be in the air with efficiency and perfect safety in practically any state of the weather. The Patent Mooring Gear renders the landing independent of the weather, while calling for the attendance of only six men to actuate the various mechanical devices employed.

In principle, the gear consists of a tall steel mast, of such a height that when the ship is attached by the nose it rides on an even keel at a height of upwards of one hundred feet. The mast has at the top a platform or deck. The head of the tower is entirely enclosed and contains the necessary apparatus for bringing a vessel to rest. This top portion is designed to rotate, so that a ship, when moored, may always lie directly head to wind.

Access to the upper deck of the masthead is obtained by means of an elevator, which allows passengers to enter the ship in comfort. Behind the deck is a compartment containing the landing gear. This consists of an electrically driven winding engine, fitted with about one thousand feet of the highest quality flexible steel wire rope, together with any automatic coupling. In the compartment are also pipes for the supply to the ship of hydrogen, gasoline, oil and water from the main reservoirs, situated on the ground at the foot of the mast. The vessel itself is fitted with apparatus complementary to that housed in the masthead. From the nose projects the attachment which is gripped by the automatic coupling, while in the bow is situated a storage drum and winch for six hundred feet of wire rope.

On approaching the aërodrome, the ship wirelesses its intention to land. The masthead mooring rope is then threaded through the automatic coupling, and paid out until the free end reaches the ground below. This end of the rope is attached by a shackle to the rear of a light car, which is driven away from the mast in the direction from which the ship is approaching, while the rope uncoils from the drum above. When at a distance of seven hundred or eight hundred feet from the foot of the mast the men in charge of the gear unshackle the rope, and spread landing signs that indicate to the airship pilot their position on the ground.

On arrival over the landing party, the ship's bow mooring rope is released, and runs out from the bow attachment under the influence of a weight of several hundred pounds in the form of sandbags. Two men of the party on the ground below take charge of the rope, unshackle the sandbags, and effect a junction with the mooring mast rope, which is in the hands of the remaining men of the landing party. The rope ends are coupled together by means of a self-locking coupling, which enables the junction to be made within five seconds.

The dirigible is now connected with the head of the mooring mast by a long length of steel wire rope. On receiving a signal from the ground party, the men in charge of the winding gear in the masthead haul in. As the rope tautens, ballast is discharged from the ship, which is slowly hauled into connection with the automatic coupling already set in the open position to receive the attachment on the nose. When once this coupling is closed, the mooring ropes can be dispensed with, the ship's rope being re-wound on to the storage drum in the bows.

After landing at the masthead, connection is made with the hydrogen, gasoline, oil, and water mains, and fresh gas, fuel and water ballast are placed on board, so that the ship may be kept in trim during the discharge of cargo, and so the embarkation of passengers and stores be effected.

When all is ready to leave the masthead for flight, the pulling of a lever in the automatic coupling releases the ship. The latter then draws astern and upward, under the influence of the prevailing wind, until it is well clear of the landing station and can proceed on its course.