"You find the new world pleasant, Sire?" asked Lincoln, with smiling deference, and indicating the space and splendour of the gathering by one comprehensive gesture." At any rate, you find it changed.""Yes," said Graham, "changed. And yet, after all, not so greatly changed.""Wait till you are in the air," said Lincoln. "The wind has fallen; even now an aeropile awaits you."The girl's attitude awaited dismissal.
Graham glanced at her face, was on the verge of a question, found a warning in her expression, bowed to her and turned to accompany Lincoln.
THE AEROPHILE
For a while, as Graham went through the passages of the Wind-Vane offices with Lincoln, he was preoccupied. But, by an effort, he attended to the things which Lincoln was saying. Soon his preoccupation vanished. Lincoln was talking of flying. Graham had a strong desire to know more of this new human attainment. He began to ply Lincoln with questions.
He had followed the crude beginnings of aerial navigation very keenly in his previous life; he was delighted to find the familiar names of Maxim and Pilcher, Langley and Chanute, and, above all, of the aerial proto-martyr Lillienthal, still honoured by men.
Even during his previous life two lines of investigation had pointed clearly to two distinct types of contrivance as possible, and both of these had been realised. On the one hand was the great engine-driven aeroplane, a double row of horizontal floats with a big aerial screw behind, and on the other the nimbler aeropile. The aeroplanes flew safely only in a calm or moderate wind, and sudden storms, occurrences that were now accurately predictable, rendered them for all practical purposes useless. They were built of enormous size--the usual stretch of wing being six hundred feet or more, and the length of the fabric a thousand feet. They were for passenger traffic alone. The lightly swung car they carried was from a hundred to a hundred and fifty feet in length.
It Was hung in a peculiar manner in order to minimise the complex vibration that even a moderate wind produced, and for the same reason the little seats within the car--each passenger remained seated during the voyage--were slung with great freedom of movement.
The starting of the mechanism was only possible from a gigantic car on the rail of a specially constructed stage. Graham had seen these vast stages, the flying stages, from the crow's nest very well. Six huge blank areas they were, with a giant "carrier"stage on each.
The choice of descent was equally circumscribed, an accurately plane surface being needed for safe grounding.
Apart from the destruction that would have been caused by the descent of this great expanse of sail and metal, and the impossibility of its rising again, the concussion of an irregular surface, a tree-set hillside, for instance, or an embankment, would be sufficient to pierce or damage the framework, to smash the ribs of the body, and perhaps kill those aboard.
At first Graham felt disappointed with these cumbersome contrivances, but he speedily grasped the fact that smaller machines would have been unremunerative, for the simple reason that their carrying power would be disproportionately diminished with deminished size. Moreover, the huge size of these things enabled them--and it was a consideration of primary importance--to traverse the air at enormous speeds, and so run no risks of unanticipated weather. The briefest journey performed, that from London to Paris, took about three-quarters of an hour, but the velocity attained was not high; the leap to New York occupied about two hours, and by timing oneself carefully at the intermediate stations it was possible in quiet weather to go around the world in a day.
The little aeropiles (as for no particular reason they were distinctively called) were of an altogether different type. Several of these were going to and fro in the air. They were designed to carry only one or two persons, and their manufacture and maintenance was so costly as to render them the monopoly of the richer sort of people. Their sails, which were brilliantly coloured, consisted only of two pairs of lateral air floats in the same plane, and of a screw behind. Their small size rendered a descent in any open space neither difficult nor disagreeable, and it was possible to attach pneumatic wheels or even the ordinary motors for terrestrial tragic to them, and so carry them to a convenient starting place. They required a special sort of swift car to throw them into the air, but such a car was efficient in any open place clear of high buildings or trees. Human aeronautics, Graham perceived, were evidently still a long way behind the instinctive gift of the albatross or the fly-catcher. One great influence that might have brought the aeropile to a more rapid perfection had been withheld; these inventions had never been used in warfare. The last great international struggle had occurred before the usurpation of the Council.
The Flying Stages of London were collected together in an irregular crescent on the southern side of the river. They formed three groups of two each and retained the names of ancient suburban hills or villages. They were named in order, Roehampton, Wimhledon Park, Streatham, Norwood, Blackheath, and Shooter's Hill. They were uniform structures rising high above the general roof surfaces. Each was about four thousand yards long and a thousand broad, and constructed of the compound of aluminium and iron that had replaced iron in architecture. Their higher tiers formed an openwork of girders through which lifts and staircases ascended. The upper surface was a uniform expanse, with portions--the starting carriers--that could be raised and were then able to run on very slightly inclined rails to the end of the fabric. Save for any aeropiles or aeroplanes that were in port these open surfaces were kept clear for arrivals.
