The Mastery of the Air

by William J. Claxton

The second Spencer air-ship, first launched in 1903, was nearly 100 feet long. There was one very important distinction between this and other air-ships built at that time: the propeller was placed in front of the craft, instead of at the rear, as is the case in most air-ships. Thus the craft was pulled through the air much after the manner of an aeroplane.

In the autumn of 1903 great enthusiasm was aroused in London by the announcement that Mr. Spencer proposed to fly from the Crystal Palace round the dome of St. Paul's Cathedral and back to his starting-place. This was a much longer journey than that made by Santos-Dumont when he won the Deutsch prize.

Tens of thousands of London's citizens turned out to witness the novel sight of a giant air-ship hovering over the heart of their city, and it was at once seen what enormous possibilities there were in the employment of such craft in time of war. The writer remembers well moving among the dense crowds and hearing everywhere such remarks as these:

"What would happen if a few bombs were thrown over the side of the air-ship?" "Will there be air-fleets in future, manned by the soldiers or sailors?" Indeed the uppermost thought in people's minds was not so much the possibility of Mr. Spencer being able to complete his journey successfully—nearly everyone recognized that air-ship construction had now advanced so far that it was only a matter of time for an ideal craft to be built—but that the coming of the air-ship was an affair of grave international importance.

The great craft, glistening in the sunlight, sailed majestically from the south, but when it reached the Cathedral it refused to turn round and face the wind. Try how he might, Mr. Spencer could not make any progress. It was a thrilling sight to witness this battle with the elements, right over the heart of the largest city in the world. At times the air-ship seemed to be standing quite still, head to wind. Unfortunately, half a gale had sprung up, and the 24-horse-power engine was quite incapable of conquering so stiff a breeze, and making its way home again. After several gallant attempts to circle round the dome, Mr. Spencer gave up in despair, and let the monster air-ship drift with the wind over the northern suburbs of the city until a favourable landing-place near Barnet was reached, where he descended.

The Spencer air-ships are of the non-rigid type. Spencer air-ship A comprises a gas vessel for hydrogen 88 feet long and 24 feet in diameter, with a capacity of 26,000 cubic feet. The framework is of polished ash wood, made in sections so that it can easily be taken to pieces and transported, and the length over all is 56 feet. Two propellers 7 feet 6 inches diameter, made of satin-wood, are employed to drive the craft, which is equipped with a Green engine of from 35 to 40 horse-power.

Spencer's air-ship B is a much larger vessel, being 150 feet long and 35 feet in diameter, with a capacity for hydrogen of 100,000 cubic feet. The framework is of steel and aluminium, made in sections, with cars for ten persons, including aeronauts, mechanics, and passengers. It is driven with two petrol aerial engines of from 50 to 60 horse-power.

About the time that Mr. Spencer was experimenting with his large air-ship, Dr. Barton, of Beckenham, was forming plans for an even larger craft. This he laid down in the spacious grounds of the Alexandra Park, to the north of London. An enormous shed was erected on the northern slopes of the park, but visitors to the Alexandra Palace, intent on a peep at the monster air-ship under construction, were sorely disappointed, as the utmost secrecy in the building of the craft was maintained.

The huge balloon was 43 feet in diameter and 176 feet long, with a gas capacity of 235,000 cubic feet. To maintain the external form of the envelope a smaller balloon, or compensator, was placed inside the larger one. The framework was of bamboo, and the car was attached by about eighty wire-cables. The wooden deck was about 123 feet in length. Two 50-horse-power engines drove four propellers, two of which were at either end.

The inventor employed a most ingenious contrivance to preserve the horizontal balance of the air-ship. Fitted, one at each end of the carriage, were two 50-gallon tanks. These tanks were connected with a long pipe, in the centre of which was a hand-pump. When the bow of the air-ship dipped, the man at the pump could transfer some of the water from the fore-tank to the after-tank, and the ship would right itself. The water could similarly be transferred from the after-tank to the fore-tank when the stern of the craft pointed downwards.