HMS Argus
One of the most interesting ships added to the Royal Navy during the Great War was the seaplane-carrying ship Argus, built by Messrs. William Beardmore and Co., Limited, at their works at Dalmuir on the Clyde. It is true that the Admiralty adapted the battle cruiser Furious to accommodate seaplanes and to permit them to rise from the deck, and this vessel, with her 90,000-h.p. geared turbine machinery, had a speed of 32 knots, which gave her a great advantage over the Argus in point of speed. Further, there was later built specially for the same duty the cruiser Eagle, also of high speed and specially adapted to enable seaplanes to rise from her deck.
The Argus, however, had the advantages that there was absolutely no obstruction on the flying deck, not even funnels, and that she had under this deck space for the accommodation and repair of seaplanes. She was therefore a floating hangar, the space given up for this purpose being 330 feet long, 68 feet wide over all, and 48 feet clear, with a clear height of about 20 feet. Hoists were provided from this hangar to the flying deck, and cranes were available for lifting the seaplanes from the water on to the hangar deck. The structural arrangements in the ship to meet these abnormal conditions involved problems of deSign and construction which were admirably worked out and proved thoroughly successful. Perhaps, however, the most novel feature is the arrangement of the uptakes from the funnels, so that the boiler furnace gases could be discharged over the stern. Here also gratifying success was achieved, and the results reflected credit not only on the technical officers of the Admiralty, but on those responsible for the building of the ship and her machinery at Messrs. Beardmore’s works.
In the early stages of the design of the superstructural work the method of supporting the flying deck was carefully considered. A h scale model of the ship according to the proposed method of construction was sent to the National Physical Laboratory at Teddington to be tested in the air tunnel there. Exhaustive experiments on this model were carried out for the purpose of discovering the eddy-making effect of the structural work below and above the flying deck, and also about the after end through which air eddies the aircraft had to pass when alighting on the deck. The result of these experiments showed that to ensure the minimum of air disturbance it was necessary that the space between the hangar roof and flying deck should be as open as possible.
On account of this it was decided to make the hangar roof strong enough to withstand the greatest hogging and sagging stresses likely to come on the structure and to support the flying deck by very light lattice work. In addition, expansion joints were introduCetl at various points to ensure that no stresses were to be taken up by the flying deck. Further, it was discovered that the emission of the hot gases through vertical funnels above the flying deck produced such serious air disturbance that the safe landing on the deck would be extremely difficult. This necessitated the fitting of the horizontal smoke ducts below the flying deck which carry the gases right aft away from the stern.
The hangar, designed to fulfill the latest requirements of the Air Board for this type of ship, was 330 feet long by 68 feet wide over all, and 48 feet clear width, and is of a capacity regarded as sufficient to accommodate 20 seaplanes. The flying deck was 68 feet wide, was fitted all fore and aft at a distance of 14 feet 6 inches above the hangar roof, and was clear of all obstructions. The navigating bridge, bridge houses, wireless offices, etc., were placed forward under the flying deck. The chart house was capable of being raised above the flying deck level or lowered to a stowing position under the flying deck by hydraulic power, and when in raised position commanded a clear all-round view.
There were two electrically-controlled lifts for raising the aeroplanes from the hangar to the flying deck. The after lift is 60 feet long by 18 feet wide, and the forward lift 30 feet long by 36 feet wide, and each was capable of lifting the largest service planes with the wings folded back. These planes on reaching the flying deck had their wings extended and were then ready for flight. The total deck opening in way of the forward hatch was 56 feet. When the lift is at the flying deck level two roller platforms, each 10 feet wide, slide to the sides and thus completely cover the well openings. When the lift is below the flying deck these platforms are brought into the center and give a 20—foot starting platform for the run off.
It was intended that aeroplanes should alight on the after part of the flying deck, and to facilitate this at night, special illuminating arrangements are provided for the guidance of ilots. In addition to the lamps at each side and across the flying deck to guide planes landing on the deck at night, steam jets are fitted forward at each side and at the stem for guidance in maneuvering for aircraft during daylight. On the flying deck aft a special arrangement was fitted in the form of wire mattresses, for retarding aircraft when landing. Planes that landed in the water were specially picked up by means of two derricks with electric winches placed amidships on the flying deck, and two electric cranes abaft the hangar on the hangar deck.
In addition to the stowage arranged for aircraft in the hangar, provision was made for carrying aircraft on the flying deck. When aircraft were thus stowed on the flying deck, a timber palisading can be raised around this deck to act as a wind screen. The palisades were arranged in such a manner that they can be raised simultaneously 14 feet above the deck level, and were lowered simultaneously to the flush of the flying deck. All erections on the flying deck, such as navigating and chart house jack and ensign staffs, poles for navigating and_signalling lights, were arranged so that all can be lowered flush with the flying deck.
Two signal and wireless telegraphy masts were arranged so that they could be lowered flush with the flying deck having special contrivances and winches for overhauling all slack rigging; this also applies to rangefinder and gun control instruments for use with anti-aircraft guns. Outside and around the flying deck is fitted a wide safety net. The armament of the vessel consisted of four 4-inch guns of special type for anti—aircraft and anti-submarine protection, and two 4-inch Q.F. guns. These were placed in suitable positions forward, amidships, and aft so as to afford all-round and overhead protection.
