FullReads

“Our planet’s overlighted if anything,” says Captain Purnall at the wheel, as Cardiff-Bristol slides under. “I remember the old days of common white verticals that ‘ud show two or three thousand feet up in a mist, if you knew where to look for ’em. In really fluffy weather they might as well have been under your hat. One could get lost coming home then, an’ have some fun. Now, it’s like driving down Piccadilly.”

He points to the pillars of light where the cloud-breakers bore through the cloud-floor. We see nothing of England’s outlines: only a white pavement pierced in all directions by these manholes of variously coloured fire–Holy Island’s white and red–St. Bee’s interrupted white, and so on as far as the eye can reach. Blessed be Sargent, Ahrens, and the Dubois brothers, who invented the cloud-breakers of the world whereby we travel in security!

“Are you going to lift for The Shamrock?” asks Captain Hodgson. Cork Light (green, fixed) enlarges as we rush to it. Captain Purnall nods. There is heavy traffic hereabouts–the cloud-bank beneath us is streaked with running fissures of flame where the Atlantic boats are hurrying Londonward just clear of the fluff. Mail-packets are supposed, under the Conference rules, to have the five-thousand-foot lanes to themselves, but the foreigner in a hurry is apt to take liberties with English air. “No. 162” lifts to a long-drawn wail of the breeze in the fore-flange of the rudder and we make Valencia (white, green, white) at a safe 7,000 feet, dipping our beam to an incoming Washington packet.

There is no cloud on the Atlantic, and faint streaks of cream round Dingle Bay show where the driven seas hammer the coast. A big S. A. T. A. liner (Societe Anonyme des Transports Aeriens) is diving and lifting half a mile below us in search of some break in the solid west wind. Lower still lies a disabled Dane: she is telling the liner all about it in International. Our General Communication dial has caught her talk and begins to eavesdrop. Captain Hodgson makes a motion to shut it off but checks himself. “Perhaps you’d like to listen,” he says.

“‘Argol’ of St. Thomas,” the Dane whimpers. “Report owners three starboard shaft collar-bearings fused. Can make Flores as we are, but impossible further. Shall we buy spares at Fayal?”

The liner acknowledges and recommends inverting the bearings. The “Argol” answers that she has already done so without effect, and begins to relieve her mind about cheap German enamels for collar-bearings. The Frenchman assents cordially, cries “Courage, mon ami,” and switches off.

Their lights sink under the curve of the ocean.

“That’s one of Lundt & Bleamers’s boats,” says Captain Hodgson. “Serves ’em right for putting German compos in their thrust-blocks. She won’t be in Fayal to-night! By the way, wouldn’t you like to look round the engine-room?”

I have been waiting eagerly for this invitation and I follow Captain Hodgson from the control-platform, stooping low to avoid the bulge of the tanks. We know that Fleury’s gas can lift anything, as the world-famous trials of ’89 showed, but its almost indefinite powers of expansion necessitate vast tank room. Even in this thin air the lift-shunts are busy taking out one-third of its normal lift, and still “162” must be checked by an occasional downdraw of the rudder or our flight would become a climb to the stars. Captain Purnall prefers an overlifted to an underlifted ship; but no two captains trim ship alike. “When I take the bridge,” says Captain Hodgson, “you’ll see me shunt forty per cent. of the lift out of the gas and run her on the upper rudder. With a swoop upwards instead of a swoop downwards, as you say. Either way will do. It’s only habit. Watch our dip-dial! Tim fetches her down once every thirty knots as regularly as breathing.”

So is it shown on the dip-dial. For five or six minutes the arrow creeps from 6,700 to 7,300. There is the faint “szgee” of the rudder, and back slides the arrow to 6,500 on a falling slant of ten or fifteen knots.