“Crazy! Crazy!” Martin said, shaking his head.
“You refuse to do this?”
“I didn’t say that. I’ve always been a little touched in the head myself. Besides, I don’t think the winds will be going the right way for us. We should get down to business and build us a ship.”
Farrington was wrong and probably knew he was just expressing a wish. The air, at the altitude at which they would float, flowed northeast.
However, when the others heard what type of balloon Frigate proposed making, all objected vehemently.
“Yes, I know it’s never been tried out, except on paper,” Frigate said. “But here’s our chance to try something unique.”
“Yes,” Martin said. “But you say Jules Verne proposed that idea in 1862. If it was such a hot idea, why didn’t anyone ever try it?”
“I don’t know. I would have done it on Earth if I’d had the money. Look. It’s the only way we can get a considerable distance. If we use a conventional balloon, we’ll be lucky to get four hundred and eighty kilometers. That still might eliminate a million kilometers of surface travel. But with the Jules Verne, and a lot of luck, we could get all the way to the polar mountains.”
After much argument, the others finally agreed they should give his plan a try. But when the project began, Frigate became uneasy. As the time for liftoff neared, he became downright anxious. Several nightmares about balloons showed him just how deep his apprehension was. Nevertheless, he expressed only the greatest confidence in the project to the others.
Jules Verne had proposed in his novel Five Weeks in a Balloon, an idea which seemed feasible—though dangerous. It worked in his book, but Frigate knew that reality often failed to give diplomatic recognition to literature.
The balloon was made, and the crew took twelve practice flights. These, to everybody’s amazement, especially Frigate’s, suffered only minor mishaps. However, all the training runs were made at low altitudes which kept the aerostat below the top of the mountains walling the Valley. To rise above them was to be carried away from a reasonable distance of New Bohemia and so make it impossible to return before they were ready for the final flight.
The crew would have to get on-the-job training when they ventured into the stratosphere.
Dr. Fergusson, Verne’s hero, had made a balloon based on the fact that hydrogen, when heated, expanded. This principle had been used in 1785 and 1810 with disastrous results. Verne’s imaginary heating device was, however, much more scientific and powerful and worked—on paper. Frigate had available a more advanced technology than that in Verne’s time, and he had made some modifications to the system. When the balloon was finished, he bragged that this was the first of its type in reality. They were making history.
Frisco said quite vehemently that nobody had tried Verne’s concept because nobody had been crazy enough. Though he agreed with him, Frigate did not say so. This was the only type of aerostat that could go the immense distances to be traversed. He wasn’t going to back out. Too many times, on both worlds, he had started something and then had failed to see it through. Even if this killed him, he was going all the way.
That it might also kill the others bothered him. However, they knew the dangers. No one was forcing them to go.
The final liftoff went according to schedule just before dawn. Arc lights and torches blazed on the immense crowd on the plain. The envelope of the balloon, painted with aluminum, floated like a wrinkled sausage skin hanging from an invisible hook.
The Jules Verne, at this stage of flight, did not correspond to the layman’s idea of a balloon, a completely expanded sphere. But as it rose the bag would fill out from applied heat and decreasing air pressure around it.
The speeches had been made and the toasts drunk. Tom Rider noticed that Frisco was using a bumper twice as large as the others. He said something about “Dutch courage” but not loudly enough for Frisco to hear him. By the time Frisco entered the car, he was smiling and waving merrily to the onlookers.
Peter Frigate completed the weigh-off. Until now, this had always involved making sure that the weight—envelope, gas, net, cargo chute, load ring, car, ballast, equipment, supplies, aeronauts—was slightly less than the lift. The Jules Verne was the first aerostat in which the liftoff weight was slightly more than the upward pull of the gas.
The car hanging below the bag was pumpkin shaped, and its hull was a double-walled magnesium alloy. In the center of its deck was a vertical L-shape, the vernian. Two thin plastic pipes ran from the metal contraption holes in the overhead. These were tightly packed to prevent escape of air from the car.
From there, the plastic pipes extended upward and for some distance beyond the hermetically sealed neck of the envelope. Their ends were fitted to light alloy pipes which rose to varying heights inside. One was longer than the other; both were open-ended.
The crew had been talkative before boarding. Now they looked at Frigate.
“Close the main hatch,” he said, and the liftoff ritual began.
Frigate checked a gauge and two stopcocks affixed to the vernian. He opened a little hatch on the side near the top of the L-shape. He adjusted another stopcock until he heard a slight hissing. This came from a narrow nozzle at the end of a steel pipe inside the highest compartment.
He stuck an energized electrical lighter at the end of an aluminum rod into the furnace. A tiny flame popped from the nozzle. He turned the stopcock to increase the flame, adjusted two more to regulate the mixture of oxygen and hydrogen feeding the torch. The flame began heating the base of the large platinum cone just above it.
The lower end of the longest pipe extending into the bag was fitted into the apex of the cone. As the heat was expanded in the cone, the hydrogen in it moved upward, flowing into the bag and causing it to expand. The cooler hydrogen in the lower half of the bag, aided by a suction effect, flowed into the open end of the shorter pipe inside the envelope. It went down this pipe into the side of the vernian and into the side of the cone. There it was heated and rose, completing the circuit.
One of the compartments at the base of the vernian was an electrical battery. This was far lighter and much more powerful than the battery used by Fergusson in Verne’s novel. It broke water into its elements, hydrogen and oxygen. These flowed into separate compartments, and then went to a mixing chamber, where the oxyhydrogen was piped to the torch.
One of Frigate’s modifications to Verne’s system was a pipe that led from the hydrogen storage chamber to the shorter pipe. By opening two stopcocks, the pilot could allow hydrogen from the storage chamber to flow into the balloon. This was an emergency measure used only to replace hydrogen valved off from the bag. When this was done, the torch was turned off, since hydrogen was highly inflammable.
Fifteen minutes passed. Then, with no motion noticeable, the car lifted off the ground. Frigate shut off the torch several seconds later.
The shouts of the spectators became less audible, then died out. The huge hangar shrank to a toy house. By then the sun had cleared the mountain, and the stones alongside The River thundered like artillery.
“That’s our thousand-gun salute,” Frigate said.
No one moved or spoke for a while after that. The silence was as intense as that at the bottom of a deep cave. However, the alloy walls of the hull had no sound-absorbing qualities. When Frisco’s stomach rumbled, it sounded like distant thunder.
A slight wind sprang up now, carrying the vessel southward, away from their goal. Pogaas stuck his head out of an open port. He felt no sensation of movement since the balloon traveled at the same speed as the wind. The air around the hull was as still as if he were in a sealed room. The flame of a candle set on top of the vernian would have burned straight upward.
Though he’d gone up in aerostats many times, Frigate was always gripped by ecstasy during the first minutes of liftoff. No other form of flight—even gliding—could thrill him so. He felt as if he was a disembodied spirit, free of the shackles of gravity, o
f the cares and worries of flesh and mind.
This was a delusion, of course, since gravity had the balloon in its paws, was playing with it, and was likely to bat it around at any moment. Nor was there much respite from worries and cares. There was often work for both body and brain.
Frigate shook himself like a dog coming out of water, and he got down to the work that keeps a balloon pilot busy during much of the flight. He checked the altimeter. One thousand eight hundred and twenty-nine meters. A little over 6000 feet. The verimeter, or statoscope, indicated that the rate of ascent was increasing as the sun warmed the gas in the bag. After checking the O and H storage chambers were full, he disengaged the battery from the water. For the present, he had nothing to do except keep an eye on the altimeter and verimeter.
The Valley narrowed. The blue-black mountains, splotched with vast patches of gray-green and blue-green lichen, sank. The mists that ribboned the stream and the plains were disappearing as swiftly as mice that had gotten word a cat was in the neighborhood.
They were being carried southward increasingly swifter. “We’re losing ground,” Frisco muttered. However, he spoke only to release nervous tension. Test balloons had shown that the stratospheric wind would carry them northeast.
Frigate said, “Last chance for a cigarette.” Everybody except Nur lit up. Though smoking had been forbidden on all hydrogen balloons previous to the Jules Verne, it was permitted on it at lower altitudes. There was no sense in worrying about burning tobacco while an operating torch was present.
Now the balloon had risen above the Valley, and they thrilled at the sight of more than one at a time. There they were, row on row. To their left were the valleys—broad, deep canyons actually—which they had passed in the Razzle Dazzle. And as they soared higher, the horizon rushed outward as if in a panic. Frigate and Rider had seen this phenomenon on Earth, but the others gazed in awe. Pogaas said something in Swazi. Nur murmured, “It’s as if God were spreading out the world like a tablecloth.”
Frigate had all the ports closed, and he turned on the oxygen supply and a little fan which sucked carbon dioxide into an absorbent material. At 16 kilometers or almost 10 miles altitude, the Jules Verne entered the tropopause, the boundary between troposphere and stratosphere. The temperature outside the cabin was −73C.
Now the contrary wind seized the aerostat and in so doing slightly spun it. From then on, unless they encountered an opposing wind, they would have the view of a rider on a lazy merry-go-round.
Nur took over the pilot’s post. Pogaas got the next, and Rider had the third watch. When Farrington became the pilot, he lost his nervousness. He was in control, and that made all the difference. Frigate was reminded of how Farrington had described in a book his fierce exultation when, at the age of seventeen, he’d been allowed to steer a sealing schooner in rough weather. After watching him for a few minutes at the wheel, the captain had gone below. Farrington was the only one above decks, the safety of the ship and its crew in his hands. It had been an ecstatic experience never surpassed in a life filled with perilous adventures.
However, as soon as Frigate relieved him, he lost his smile, and he looked as uneasy as before.
The sun continued to rise and with it the Jules Verne. The envelope was near its pressure height now, which meant that the joy ride was over. Since its neck was sealed, instead of being open as in most manned aerostats, it would keep rising until overexpanded. At this point the bag would rupture, and down would come everybody posthaste with a postmortem afterward. But provisions had been made for this.
Frigate checked the altimeter and then rotated a metal drum set in the overhead. This was attached by a rope to a wooden valve in the neck of the bag. It opened, releasing some gas. The balloon sank. It would shortly begin rising again, though, which meant more gas would have to be valved off. This called for operation of the torch at intervals, and also for shutting off the torch and feeding hydrogen into the balloon.
It required cool and accurate judgment to know just how much gas to valve and how much to replace. Too much valved off meant a too-fast fall. Too much new gas meant that the craft could ascend beyond the pressure height. A safety valve on top of the bag would automatically release gas to prevent bursting of the bag—if the valve hadn’t frozen—but the balloon would then become, possibly, too heavy.
In addition, the pilot had to watch out for unexpectedly warm layers of air. These could lift the Jules Verne too swiftly and carry it above the pressure height. A sudden cooling off could precipitate the craft downward.
The pilot could in the latter situation order ballast thrown out, but this might result in a yo-yo motion. And if he lost all his ballast, he was in trouble. The only way to lose altitude quickly was to release more gas. Which meant that the burner might not be able to expand the hydrogen quickly enough.
Nobody Knows the Troubles I’ve Seen would be his swan song.
However, the day passed without any nerve-wracking emergencies. The sun sank, and the Jules Verne, its hydrogen cooling, did likewise. The pilot had to run the burner just enough to raise it now and then and keep the vessel above the tropopause. Those off duty snuggled under heavy cloths and slept according to their natures.
Being the only one awake at night was eerie. The illumination was feeble. The starlight poured into the ports, but this, with some small lights above the gauges and dials, was not enough for comfort. The alloy hull amplified every noise: the impact of a hand on the deck as somebody turned over and flung out an arm; Pogaas muttering Swazi; Frisco grinding his teeth; Rider softly whinnying horselike; the fan whirring.
When Frigate ignited the torch, the sudden explosion and succeeding roar startled everybody from sleep. Then it was his turn to burrow under the cloths, to sleep, to be roused momentarily by the torch or a nightmare of falling.
Dawn came. The crewmen got up at different times, used the chemical toilet, drank hot instant coffee or tea, and ate food saved from the grails, supplemented by acorn bread and dried fish. The wastes from the toilet were not jettisoned. Opening a hatch at this altitude meant a possibly fatal drop in air pressure, and any weight loss increased the lift.
The Frisco Kid, whose eye was best at estimating ground speed, thought they were clipping along at 50 knots.
Before noon, the vessel was gripped by a wind that took them backward for several hours before it curved the craft around northeast again. After three hours they were going southward again.
“If this keeps up we’ll whirl around here forever,” Frigate said gloomily. “I don’t understand this.”
Late that afternoon they were back on the proper course. Frigate said that they should descend to the surface winds and try their luck there. They were far enough north to be where the winds generally flowed toward the northeast.
By letting the burner stay off, the gas slowly cooled. The Jules Verne sank at a minuscule rate at first, then began dropping swiftly. Nur turned the burner on for a few minutes to check its descent. At 13 kilometers altitude, the wind lessened. It picked up again and in an opposite direction, the wrong one for them. It also gave the craft a counterspin. Nur allowed it to sink until it was about 2000 meters above the mountaintops. Now they moved at an angle across the valleys, which were running straight north and south in this area.
“We’re going northeast again!” Frigate said happily.
At high noon of the third day they were sailing along at an estimated 25km/h or more than 15 mph. Only the Jules Verne could have gotten this far. Any other type of balloon would not have been able to ascend to the stratosphere or descend to the surface winds without losing too much gas to go on.
They opened the ports to let the thin but fresh air in. The up- and downdrafts caused them some discomfort, chiefly from the change in air pressure. They had to keep swallowing and yawning to ease their eardrums. As dusk approached, the drafts became less violent.
The next day, in the middle of the afternoon, they were surprised by a thunderstorm. Farrington was p
ilot when the black clouds beneath suddenly welled upward. At one moment, the storm seemed to be safely below them. But tendrils reached upward like the tentacles of an octopus. The next moment, the body of the octopus seemed to shoot toward them, and they were enveloped in darkness laced with lightning. At the same time, they whirled like fleas on a spinning top.
“We’re dropping like a brick,” Frisco said calmly. He ordered that some ballast be dropped, but the craft kept on falling. Lightning cracking nearby flooded the car with a light in which their faces looked green. Thunder bellowed in the echo chamber of the hull, and their ears hurt. Rain shot into the open ports and covered the deck, adding to the weight.
“Close the ports! Tom and Nur, throw out a Number Three ballast bag!”
They leaped to obey him. Their bodies felt light, as if the car was dropping so quickly it would leave them floating.
Another nearby bolt cast light and fear. All saw a black rock below, the flat top of a mountain rushing at them.
“Two Number One bags!”
Nur, looking out a port, said loudly but calmly, “The bags’re not falling much faster then we are.”
“Two more Number Ones!”
Another fiery streak wrenched the air nearby.
“We ain’t going to make it!” Frisco cried. “Two more Number Ones! Stand by to get rid of all ballast!”
The edge of the hull struck the edge of the mountaintop. The car bounced, throwing the entire crew to the deck. As the momentarily loosened net ropes tautened again, the crew, which had half-gotten to a standing position, were hurled down again. Fortunately, the savage strain had not snapped the ropes.
Ignoring their injuries, they got up and stared through the deck port. Darkness except for a small interior light. Another bolt. They were too near the side of the mountain, and the downdraft was still gripping the balloon. The pointed tops of giant irontrees were coming at them like hurled javelins.
It was too late to turn the burner on. Its effect would be negligible in the little time left before impact. Besides, the collision with the mountaintop might have loosened the junctions of the pipes. If that were so, one spark would turn the interior of the hull into a furnace.
The Dark Design Page 46