British Airships, Past, Present and Future | Page 7

will have
been blown into the ballonets and the airship will have retained its
shape and not be flabby. On making a second ascent, as the airship rises
the air must be let out of the ballonet instead of gas from the envelope,
and by the time 1,000 feet is reached the ballonets will be empty. To
ensure that this is always done the ballonet valves are set to open at less
pressure than the gas valves. It therefore follows in the example under
consideration that it will not be necessary to lose gas during flight,
provided that an ascent is not made over 1,000 feet. Valves are
provided to prevent the pressure in the envelope from exceeding a
certain determined maximum and are fitted both to ballonets and the
gaschamber. They are automatic in action, and, as we have said, the gas
valve is set to blow off at a pressure in excess of that for the air valve.
In rigid airships ballonets are not provided for the gasbags, and as a
consequence a long flight results in a considerable expenditure of gas.
If great heights are required to be reached, it is obvious that the wastage
of gas would be enormous, and it is understood that the Germans on
starting for a raid on England, where the highest altitudes were
necessary, commenced the flight with the gasbags only about 60 per
cent full. To stabilize the ship in flight, fins or planes are fitted to the
after end of the envelope or hull. Without the horizontal planes the ship
will continually pitch up and down, and without the vertical planes it

will be found impossible to keep the ship on a straight course. The
planes are composed of a framework covered with fabric and are
attached to the envelope by means of stay wires fixed to suitable points,
in the case of non-rigid ships skids being employed to prevent the edge
of the plane forcing its way through the surface of the fabric. The
rudder and elevator flaps in modern practice are hinged to the after
edges of the planes. The airship car contains all instruments and
controls required for navigating the ship and also provides a housing
for the engines. In the early days swivelling propellers were considered
a great adjunct, as with their upward and downward thrust they proved
of great value in landing. Nowadays, owing to greater experience,
landing does not possess the same difficulty as in the past, and
swivelling propellers have been abandoned except in rigid airships, and
even in the later types of these they have been dispensed with. Owing
to the great range of an airship a thoroughly reliable engine is a
paramount necessity. The main requirements are--firstly, that it must be
capable of running for long periods without a breakdown; secondly,
that it must be so arranged that minor repairs can be effected in the air;
and thirdly, that economy of oil and fuel is of far greater importance to
an airship than the initial weight of the engine itself. HANDLING
AND FLYING OF AIRSHIPS The arrangements made for handling
airships on the ground and while landing, and also for moving them in
the open, provide scope for great ingenuity. An airship when about to
land is brought over the aerodrome and is "ballasted up" so that she
becomes considerably lighter than the air which she displaces. The
handling party needs considerable training, as in gusty weather the
safety of the ship depends to a great extent upon its skill in handling her.
The ship approaches the handling party head to wind and the trail rope
is dropped; it is taken by the handling party and led through a block
secured to the ground and the ship is slowly hauled down. When near
the ground the handling party seize the guys which are attached to the
ship at suitable points, other detachments also support the car or cars,
as the case may be, and the ship can then be taken into the shed. In the
case of large airships the size of the handling party has to be increased
and mechanical traction is also at times employed. As long as the
airship is kept head to wind, handling on the ground presents little
difficulty; on many occasions, however, unless the shed is revolving, as

is the case on certain stations in Germany, the wind will be found to be
blowing across the entrance to the shed. The ship will then have to be
turned, and during this operation, unless great discretion is used,
serious trouble may be experienced. Many experiments have been and
are still being conducted to determine the best method of mooring
airships in the open. These will be described and discussed at some
length in the chapter devoted to