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 The great problem is at length solved. The
air, as well as the earth and the ocean, has been subdued by Science,
and
will become a common and convenient highway for mankind. The
Atlantic
has been actually crossed in a Balloon; and this too without
difficulty
— without any great apparent danger — with thorough control of the
machine
— and in the inconceivably brief period of Seventy-five hours from
shore
to shore! By the energy of an agent at Charleston, S. C., we are
enabled to be the first to furnish the public with a detailed account
of
this most extraordinary voyage, which was performed between Saturday
6th instant, at 11 A. M., and 2 P. M. on Tuesday the 9th
inst.:
by Sir Everard Bringhurst; Mr. Osborne, a nephew of Lord
Bentinck’s; Mr. Monck Mason and Mr. Robert Holland, the well-known
æronauts; Mr. Harrison Ainsworth, author of [[“]]Jack
Sheppard,[[”]]
&c.; and Mr. Henson, the projector of the late unsuccessful flying
machine —
with two seamen from Woolwich — in all [[,]] eight persons. The
particulars
furnished below may be relied on as authentic and accurate in every
respect,
as, with [top of page, column 3:] slight
exception,
they are copied verbatim from the joint diaries of Mr. Monck
Mason
and Mr. Harrison Ainsworth, to whose politeness our agent is also
indebted
for much verbal information respecting the balloon itself, its
construction,
and other matters of interest. The only alteration in the MS.
received
has been made for the purpose of throwing the hurried account of our
agent,
Mr. Forsyth, in a connected and intelligible form.
Two very decided failures, of late, — those of
Mr.
Henson and Sir George Cayley — had much weakened the public interest in
the subject of aerial navigation. Mr. Henson’s scheme (which at
first
was considered very feasible even by men of science) was founded upon
the principle of an inclined plane, started from an eminence by an
extrinsic
force, applied and continued by the revolution of impinging vanes, in
form
and number resembling the vanes of a windmill. But, in all the
experiments
made with models at the Adelaide Gallery, it was found that the
operation
of these fans not only did not propel the machine, but actually impeded
its flight. The only propelling force it ever exhibited, was the mere impetus
acquired from the descent of the inclined plane; and this impetus
carried the machine farther when the vanes were at rest than when they
were in motion — a fact which sufficiently demonstrates their
inutility; and in the absence of the propelling, which was also the sustaining
power, the whole fabric would necessarily descend. This
consideration
led Sir George Cayley to think only of adapting a propeller to some
machine
having of itself an independent power of support — in a word, to a
balloon; the idea, however, being novel, or original, with Sir George,
only
so far as regards the mode of its application to practice. He
exhibited
a model of his invention at the Polytechnic Institution. The
propelling
principle, or power, was here, also, applied to interrupted surfaces,
or
vanes, put in revolution. These vanes were four in number, but
were
found entirely ineffectual in moving the balloon, or in aiding its
ascending
power. The whole project was thus a complete failure. It was at this juncture that Mr. Monck Mason
(whose
voyage from Dover to Weilburg in the balloon “Nassau,” occasioned so
much
excitement in 1837,) conceived the idea of employing the principle of
the
Archimedean screw for the purpose of propulsion through the air —
rightly
attributing the failure of Mr. Henson’s scheme, and of Sir George
Cayley’s,
to the interruption of surface in the independent vanes. He made
the first public experiment at Willis’s Rooms, but afterwards removed
his
model to the Adelaide Gallery. Like Sir George Cayley’s balloon, his own was an
ellipsoid. Its length was 13 feet 6 inches — height, 6 feet 8
inches. It contained about 320 cubic feet of gas, which, if pure
hydrogen,
would
support 21 pounds upon its first inflation, before the gas has time to
deteriorate or escape. The weight of the whole machine and
apparatus
was 17 pounds — leaving about 4 pounds to spare. Beneath the
centre
of the balloon, was a frame of light wood, about 9 feet long, and
rigged
on to the balloon itself with a net-work in the customary manner. From
this framework was suspended a wicker basket or car. The mode of
arrangement
of the rudder and of the Archimedean screw, will be best shown in the
annexed
engraving, which we have been kindly permitted to use. [Middle of the page, filling columns 2 and 3:]
[Beneath the picture, column 2:] The screw consists of an axis of hollow brass tube,
18 inches in length, through which, upon a semi-spiral inclined at 15
degrees,
pass a series of steel-wire radii, 2 feet long, and thus projecting a
foot
on either side. These radii are connected at their outer
extremities
by 2 bands of flattened wire; the whole in this manner forming the
framework
of the screw, which is completed by a covering of oiled silk cut into
gores,
and lightened [[tightened]] so as to present a tolerably uniform
surface. At each end of its axis this screw is supported by pillars of
hollow
brass
tube descending from the hoop. In the lower ends of these tubes
are
holes in which the pivots of the axis revolve. From the end of
the
axis which is next the car, proceeds a shaft of steel, connecting the
screw
with the pinion of a piece of spring machinery fixed in the car. By the
operation of this spring the screw is made to revolve with
great
rapidity, communicating a progressive motion to the whole. By
means
of the rudder the machine was readily turned in any direction. The
spring was of great power, compared with its dimensions, being capable
of raising 45 pounds upon a barrel of 4 inches diameter after the
first
turn, and gradually increasing as it was wound up. It weighed,
altogether,
eight pounds six ounces. The rudder was a light frame of cane
covered
with silk, shaped somewhat like a battledoor, and was about 3 feet
long,
and at the widest, one foot. Its weight was about 2 ounces. It could be
turned flat, and directed upwards or downwards as
well
as to the right or left; and thus enabled the aeronaut to
transfer
the resistance of the air which in an inclined position it must
generate
in its passage, to any side upon which he might desire to act; thus
determining the balloon in the opposite direction. This model (which, through want of time, we have
necessarily described in an imperfect manner) was put in action at the
Adelaide Gallery, where it accomplished a velocity of 5 miles per hour;
although, strange to say, it excited very little interest in comparison
with the previous complex machine of Mr. Henson — so resolute is the
world
to despise any thing which carries with it an air of simplicity. To
accomplish the great desideratum of aerial navigation, it was very [Beneath
the picture, column 3:] generally supposed
that some
exceedingly
complicated application must be made of some unusually profound
principle
in dynamics. So well satisfied, however, was Mr. Mason of the
ultimate success of his invention, that he determined to construct
immediately,
if possible, a balloon of sufficient capacity to test the question by a
voyage of some extent; the original design being to cross the British
Channel, as before, in the Nassau balloon. To carry out his
views,
he solicited and obtained the patronage of Sir Everard Bringhurst, and
Mr.
Osborne, two gentlemen well known for scientific acquirement, and
especially
for the interest they have exhibited in the progress of
aerostation. The project, at the desire of Mr. Osborne, was kept a
profound secret
from
the public — the only persons entrusted with the design being those
actually
engaged in the construction of the machine, which was built, under the
superintendence of Mr. Mason, Mr. Holland, Sir Everard Bringhurst, and
Mr. Osborne, at the seat of the latter gentleman near Penstruthal, in
Wales. Mr. Henson, accompanied by his friend Mr. Ainsworth, was
admitted
to a private view of the balloon, on Saturday last; when the two
gentlemen
made final arrangements to be included in the adventure. We are
not
informed for what reason the two seamen were also included in the party
— but, in the course of a day or two, we shall put our readers in
possession
of the minutest particulars respecting this extraordinary voyage. The balloon (an ellipsoid as represented in our
engraving
of the model) is composed of silk, varnished with the liquid gum
caochonc
[[caoutchouc]]. It is of vast dimensions, containing more than
40,000
cubic feet of gas; but as coal gas was employed in place of the
more expensive and inconvenient hydrogen, the supporting power of the
machine,
when fully inflated, and immediately after inflation, is not more than
about 2,500 pounds. The coal gass [[gas]] is not only much less
costly, but
is easily procured and managed. For its introduction into common use for purposes
of aerostation, we are indebted to Mr. Charles Green. Up to his
discovery,
the process of inflation was not only exceedingly expensive, but
uncertain.
Two, and even [top of page, column 4:] three days,
have frequently been wasted in futile attempts to procure a sufficiency
of hydrogen to fill a balloon, from which it had great tendency to
escape
owing to its extreme subtlety, and its affinity for the surrounding
atmosphere. In a balloon sufficiently perfect to retain its contents of
coal-gas
unaltered,
in quantity or amount, for six months, an equal quantity of hydrogen
could
not be maintained in equal purity for six weeks. The supporting power being estimated at 2500
pounds,
and the united weights of the party amounting only to about 1200, there
was left a surplus of 1300, of which again 1200 was exhausted by
ballast,
arranged in bags of different sizes, with their respective weights
marked
upon them — by cordage, barometers, telescopes, barrels containing
provision
for a fortnight, water-casks, cloaks, carpet-bags, and various other
indispensable
matters, including a coffee-warmer, contrived for warming coffee by
means
of slack-lime, so as to dispense altogether with fire, if it should be
judged prudent to do so. All these articles, with the exception
of
the ballast, and a few trifles, were suspended from the hoop
overhead. The car is much smaller and lighter, in proportion, than the
one
appended
to the model. It is formed of a light wicker, and is wonderfully
strong, for so frail looking a machine. Its rim is about 4 feet
deep. The rudder is also very much larger, in proportion, than that of
the
model; and the screw is considerably smaller. The balloon is
furnished,
besides with a grapnel, and a guide-rope; which latter is of the
most indispensable importance[[.]] A few words, in explanation, will
here
be
necessary for such of our readers as are not conversant with the
details
of aerostation. As soon as a balloon quits the earth, it is
subjected
to the influence of many circumstances tending to create a difference
in
its weight; augmenting or diminishing its ascending power. For example,
there may be a deposition of dew upon the
silk, to the extent, even, of several hundred pounds; ballast
has
then to be thrown out, or the machine may descend, [[.]] This ballast
being
discarded, and a clear sunshine evaporating the dew, and at the same
time
expanding the gas in the silk, the whole will again rapidly
ascend. To check this ascent, the only resource [[recourse]] is, (or
rather was,
until
Mr. Green’s invention of the guide[[-]]rope) the permission of the
escape
of gas from the valve; but, in the loss of gass [[gas]], is a
proportionate
general loss of ascending power; so that, in a comparatively
brief
period, the best constructed balloon must necessarily exhaust all its
resources,
and come to the earth. This was the great obstacle to voyages of
length. The guide-rope remedies the difficulty in the
simplest
manner conceivable. It is merely a very long rope which is
suffered
to trail from the car, and the effect of which is to prevent the
balloon
from changing its level in any material degree. If, for example,
there should be a deposition of moisture upon the silk, and the machine
begins to descend in consequence, there will be no necessity for
discharging
ballast to remedy the increase of weight, for it is remedied, or
counteracted,
in an exactly just proportion, by the deposit on the ground of just so
much of the end of the rope as is necessary. If, on the other
hand,
any circumstances should cause undue levity, and consequent ascent,
this
levity is immediately counteracted by the additional weight of rope
upraised
from the earth. Thus, the balloon can neither ascend or descend,
except within very narrow limits, and its resources, either in gas or
ballast,
remain comparatively unimpaired. When passing over an expanse of water,
it becomes necessary to employ small kegs of copper or wood, filled
with
liquid ballast of a lighter nature than water. These float, and
serve
all the purposes of the mere rope on land. Another most important
office
of the guide-rope, is to point out the direction of the
balloon. The rope drags, either on land or sea, while the
balloon is
free; the latter, consequently, is always in advance, when any
progress
whatever is made: a comparison, therefore, by means of the
compass,
of the relative positions of two objects, will always indicate the course.
In the same way, the angle formed by the rope with the vertical axis of
the machine, indicates the velocity. When there is no
angle — in other words, when the rope hangs perpendicularly, the whole
apparatus is stationary; but the larger the angle, that is to
say,
the farther the balloon precedes the end of the rope, the greater the
velocity; and the converse. As the original design was to cross the British
Channel,
and alight as near Paris as possible, the voyagers had taken the
precaution
to prepare themselves with passports directed to all parts of the
Continent,
specifying the nature of the expedition, as in the case of the Nassau
voyage,
and entitling the adventurers to exemption from the usual formalities
of
office: unexpected events, however, rendered these passports
superfluous. The inflation was commenced very quietly at
daybreak,
on Saturday morning, the 6th instant, in the Court-Yard of Wheal-Vor
House,
Mr. Osborne’s seat, about a mile from Penstruthal, in North Wales; and
at 7 minutes past 11, everything being ready for departure, the
balloon
was set free, rising gently but steadily, in a direction nearly South;
no use being made, for the first half hour, of either the screw or the
rudder. We proceed now with the journal, as transcribed by Mr.
Forsyth
from the joint MSS. of Mr. Monck Mason, and Mr. Ainsworth. The body of
the journal, as given, is in the hand-writing of Mr. Mason,
and a P. S. is appended, each day, by Mr. Ainsworth, who
has
in preparation, and will shortly give the public a more minute, and no
doubt, a thrillingly interesting account of the voyage.
Saturday, April the 6th. — Every
preparation
likely to embarrass us, having been made over night, we commenced the
inflation
this morning at daybreak; but owing to a thick fog, which
encumbered
the folds of the silk and rendered it unmanageable, we did not get
through
before nearly eleven o’clock. Cut loose, then, in high spirits,
and
rose gently but steadily, with a light breeze at North, which bore us
in
the direction of the Bristol Channel. Found the ascending force
greater
than we had expected; and as we arose higher and so got clear of
the cliffs, and more in the sun’s rays, our ascent became very
rapid.
I did not wish, however, to lose gas at so early a period of the
adventure,
and so concluded to ascend for the present. We soon ran out our
guide[[-]]rope; but even when we had raised it clear of the
earth, we still
went
up very rapidly. The balloon was unusually steady, and looked
beautifully. In about 10 minutes after starting, the barometer
indicated an altitude
of 15,000 feet. The weather was remarkably fine, and the view of
the subjacent country — a most romantic one when seen from any point, —
was now especially sublime. The numerous deep gorges presented the
appearance
of lakes, on account of the dense vapors with which they were filled,
and
the pinnacles and crags to the South East, piled in inextricable
confusion,
resembling nothing so much as the giant cities of eastern fable. We
were rapidly approaching the mountains in the South; but our
elevation was more than sufficient to enable us to pass them in
safety. In a few minutes we soared over them in fine style; and Mr.
Ainsworth,
with [column 5:] the seamen, were
surprised
at their apparent want of altitude when viewed from the car, the
tendency
of great elevation in a balloon being to reduce inequalities of [[the]]
surface
below, to nearly a dead level. At half past eleven, still
proceeding
nearly South, we obtained our first view of the Bristol Channel; and,
in fifteen minutes afterwards, the line of breakers on the coast
appeared
immediately beneath us, and we were fairly out at sea. We now
resolved
to let off enough gas to bring our guide-rope, with the buoys affixed,
into the water. This was immediately done, and we commenced a
gradual
descent. In about 20 minutes our first buoy dipped, and at the
touch
of the second soon afterwards, we remained stationary as to
elevation. We were all now anxious to test the efficiency of the rudder
and screw,
and we put them both into requisition forthwith, for the purpose of
altering
our direction more to the eastward, and in a line for Paris. By
means
of the rudder we instantly effected the necessary change of direction,
and our course was brought nearly at right angles to that of the wind;
when we set in motion the spring of the screw, and were rejoiced to
find
it propel us readily as desired. Upon this we gave nine hearty
cheers,
and dropped in the sea a bottle, enclosing a slip of parchment with a
brief
account of the principle of the invention. Hardly, however, had
we
done with our rejoicings, when an unforeseen accident occurred which
discouraged
us in no little degree. The steel rod connecting the spring with
the propeller was suddenly jerked out of place, at the car end, (by a
swaying
of the car through some movement of one of the two seamen we had taken
up,) and in an instant hung dangling out of reach, from the pivot of
the
axis of the screw. While we were endeavouring to regain it, our
attention
being completely absorbed, we became involved in a strong current of
wind
from the East, which bore us, with rapidly increasing force, towards
the
Atlantic. We soon found ourselves driving out to sea at the rate
of not less, certainly, than 50 or 60 miles an hour, so that we came up
with Cape Clear, at some 40 miles to our North, before we had secured
the
rod, and had time to think what we were about. It was now that
Mr.
Ainsworth made an extraordinary, but to my fancy, a by no means
unreasonable
or chimerical proposition, in which he was instantly seconded by Mr.
Holland
— viz: that we should take advantage of the strong gale which
bore
us on, and in place of beating back to Paris, make an attempt to reach
the coast of North America. After slight reflection I gave a
willing
assent to this bold proposition, which (strange to say) met with
objection
from the two seamen only. As the stronger party, however, we
overruled
their fears, and kept resolutely upon our course. We steered due
West; but as the trailing of the buoys materially impeded our
progress,
and we had the balloon abundantly at command, either for ascent or
descent,
we first threw out fifty pounds of ballast, and then wound up (by means
of a windlass) so much of the rope as brought it quite clear of the
sea. We perceived the effect of this manœuvre immediately, in a vastly
increased
rate of progress; and, as the gale freshened, we flew with a
velocity
nearly inconceivable; the guide-rope flying out behind the car,
like a streamer from a vessel. It is needless to say that a very
short time sufficed us to lose sight of the coast. We passed over
innumerable vessels of all kinds, a few of which were endeavoring to
beat
up, but the most of them lying to. We occasioned the greatest
excitement
on board all — an excitement greatly relished by ourselves, and
especially
by our two men, who, now under the influence of a dram of Geneva,
seemed
resolved to give all scruple, or fear, to the wind. Many of the
vessels
fired signal guns; some displayed flags; and in all we were
saluted
with loud cheers (which we heard with surprising distinctness) and the
waving of caps and handkerchiefs. We kept on in this manner throughout
the day, with no material incident, and, as the shades of night closed
around us, we made a rough estimate of the distance traversed. It
could not have been less than 500 miles, and was probably much
more. The propeller was kept in constant operation, and, no doubt,
aided our
progress materially. As the sun went down, the gale freshened
into
an absolute huricane [[hurricane]], and the ocean beneath was clearly
visible on
account
of its phosphorescence. The wind was from the East all night, and
gave us the brightest omen of success. We suffered no little from
cold, and the dampness of the atmosphere was most unpleasant; but
the ample space in the car enabled us to lie down, and by means of
cloaks
and a few blankets, we did sufficiently well. P. S. (by Mr. Ainsworth). The last nine
hours
have been unquestionably the most exciting of my life. I can
conceive
nothing more sublimating than the strange peril and novelty of an
adventure
such as this. May God grant that we succeed! I ask not
success
for mere safety to my insignificant person, but for the sake of human
knowledge
and — for the vastness of the triumph. And yet the feat is only
so
evidently feasible that the sole wonder is why men have scrupled to
attempt
it before. One single gale such as now befriends us — let such a
tempest whirl forward a balloon for 4 or 5 days (these gales often last
longer) and the voyager will be easily borne, in that period, from
coast
to coast. In view of such a gale the broad Atlantic becomes a
mere
lake. I am more struck, just now, with the supreme silence which
reigns in the sea beneath us, notwithstanding its agitation, than with
any other phenomenon presenting itself. The waters give up no
voice
to the Heavens. The immense flaming ocean writhes and is tortured
uncomplainingly. The mountainous surges suggest the idea of
innumerable
dumb gigantic fiends struggling in impotent agony. In a night
such
as is this to me, a man lives — lives a whole century of
ordinary
life — nor would I forego this rapturous delight for that of a whole
century
of ordinary existence. Sunday the seventh [Mr. Mason’s
MS.]
This morning the gale, by 10, had subsided to an eight or nine knot
breeze
(for a vessel at sea) and bears us, perhaps, 30 miles per hour, or
more.
It has veered, however, very considerably to the North; and now,
at sundown, we are holding our course due West, principally by the
screw
and rudder, which answer their purposes to admiration. I regard
the
project as thoroughly successful, and the easy navigation of the air in
any direction (not exactly in the teeth of a gale) as no longer
problematical. We could not have made head against the strong wind of
yesterday; but,
by ascending, we might have got out of its influence, if
requisite. Against a pretty stiff breeze, I feel convinced, we can make
our way
with
the propeller. At noon, to-day, ascended to an elevation of
nearly
25,000 feet (about the height of Cotopaxi) by discharging
ballast.
Did this to search for a more direct current, but found none so
favorable
as the one we are now in. We have an abundance of gas to take us
across this small pond, even should the voyage last 3 weeks. I
have
not the slightest fear for the result. The difficulty has been
strangely
exaggerated and misapprehended. I can choose my current, and
should
I find all currents against me, I can make very tolerable
headway
with the propeller. We have had no incidents worth
recording. The night promises fair. [column 6:] P. S. [By Mr. Ainsworth.] I have little to
record,
except the fact (to me quite a surprising one) that, at an elevation
equal
to that of Cotopaxi, I experienced neither very intense cold, nor
headache,
nor difficulty of breathing; neither, I find, did Mr. Mason, nor
Mr. Holland, nor Sir Everard. Mr. Osborne complained of
constriction
of the chest — but this soon wore off. We have flown at a great
rate
during the day, and we must be more than half way across the
Atlantic. We have passed over some 20 or 30 vessels of various kinds,
and all
seem
to be delightfully astonished. Crossing the ocean in a balloon is
not so difficult a feat after all. Omne ignotum pro
magnifico. Mem: at 25,000 feet elevation the sky appears
nearly black,
and the stars are distinctly visible; while the sea does not
seem
convex (as one might suppose) but absolutely and most unequivocally concave.* Monday the 8th, [Mr. Mason’s M. S.]
This
morning we had again some little trouble with the rod of the propeller,
which must be entirely re-modelled, for fear of serious accident — I
mean
the steel rod — not the vanes. The latter could not be
improved. The wind has been blowing steadily and strongly from the
North-East all
day; and so far fortune seems bent upon favoring us. Just
before
day, we were all somewhat alarmed at some odd noises and concussions in
the balloon, accompanied with the apparent rapid subsidence of the
whole
machine. These phenomena were occasioned by the expansion of the
gas, through increase of heat in the atmosphere, and the consequent
disruption
of the minute particles of ice with which the network had become
encrusted
during the night. Threw down several bottles to the vessels
below.
Saw one of them picked up by a large ship — seemingly one of the New
York
line packets. Endeavored to make out her name, but could not be
sure
of it. Mr. Osborne’s telescope made it out something like “Atalanta.”
It is now 12 at night, and we are still going nearly West at a rapid
pace. The sea is peculiarly phosphorescent. P. S. [By Mr. Ainsworth.] It is now
2 A. M.,
and nearly calm, as well as I can judge — but it is very difficult to
determine
this point, since we move with the air so completely. The
vanes are working admirably. I have not slept since quitting
Wheal-Vor,
but can stand it no longer, and must take a nap. We cannot be far
from the American coast. Tuesday the 9th. [Mr.
Ainsworth’s
M. S.] One P. M. We are in full view of the low coast of
South
Carolina. The great problem is accomplished. We have crossed the
Atlantic —
fairly and easily crossed it in a balloon! God be
praised! Who shall say that anything is impossible hereafter? The Journal here ceases. Some particulars
of
the descent were communicated, however, by Mr. Ainsworth to Mr.
Forsyth. It was nearly dead calm when the voyagers first came in view
of the
coast,
which was immediately rscongised [[recognised]] by both the seamen, and
by Mr.
Osborne.
The latter gentleman having acquaintances at Fort Moultrie, it was
immediately
resolved to descend in its vicinity. The balloon was brought over
the beach (the tide being out and the sand hard, smooth and admirably
adapted for a descent,) and the grapnel let go, which took firm hold at
once. The inhabitants of the Island, and of the Fort, thronged
out,
of course, to see the balloon; but it was with the greatest
difficulty
that any one could be made to credit the actual voyage — the
crossing
of the Atlantic. The grapnel caught at 2 P. M.,
precisely; and thus the whole voyage was completed in 75 hours; or
rather less, counting from shore to shore. No serious accident
occurred.
No real danger was at any time apprehended. The balloon was
exhausted
and secured without trouble; and when the MS. from which
this
narrative is compiled was despatched from Charleston, the party were
still
at Fort Moultrie. Their farther intentions were not ascertained; but we
can safely promise our readers some additional information
either
on Monday or in the course of the next day, at farthest. This is unquestionably the most stupendous, the
most
interesting, and the most important undertaking, ever accomplished or
even
attempted by man. What magnificent events may ensue, it would be
useless now to think of determining. |
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