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[page 88:]
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THE
BALLOON-HOAX.
~~~~~~~~~~~~
[Astounding News by
Express, via
Norfolk! — The Atlantic crossed in Three Days! Signal
Triumph
of Mr. Monck Mason's Flying Machine! — Arrival at Sullivan's Island,
near
Charlestown, S.C., of Mr. Mason, Mr. Robert Holland, Mr. Henson, Mr.
Harrison
Ainsworth, and four others, in the Steering Balloon, "Victoria," after
a passage of Seventy-five Hours from Land to Land! Full
Particulars
of the Voyage!
The subjoined jeu
d'esprit
with
the preceding heading in magnificent capitals, well interspersed with
notes
of admiration, was originally published, as matter of fact, in the "New
York Sun," a daily newspaper, and therein fully subserved the purpose
of
creating indigestible aliment for the quidnuncs during the few
hours
intervening between a couple of the Charleston mails. The rush
for
the "sole paper which had the news," was something beyond even the
prodigious; and, in fact, if (as some assert) the "Victoria" did
not
absolutely accomplish the voyage recorded, it will be difficult to
assign
a reason why she should not have accomplished it.]
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, the 6th instant, at 11, A.M., and
2, P.M., on Tuesday, the 9th instant, by Sir Everard Bringhurst; Mr.
Osborne, a nephew of Lord Bentinck's; Mr. Monck Mason and
Mr.
Robert Holland, the well-known æronauts; Mr. [page
89:] 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 a 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, into a connected and
intelligible
form.
THE BALLOON.
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 [page
90:] 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 thirteen feet six inches — height, six
feet eight inches. It contained about three hundred and twenty
cubic
feet of gas, which, if pure hydrogen, would support twenty-one pounds
upon
its first inflation, before the gas has time to deteriorate or
escape. The weight of the whole machine and apparatus was seventeen
pounds —
leaving
about four pounds to spare. Beneath the centre of the balloon,
was
a frame of light wood, about nine feet long, and rigged on to the
balloon
itself with a network in the customary manner. From this
framework
was suspended a wicker basket or car.
The screw consists of an axis of
hollow brass
tube,
eighteen inches in length, through which, upon a semi-spiral inclined
at
fifteen degrees, pass a series of steel wire radii, two feet long, and
thus projecting a foot on either side. These radii are connected
at the outer extremities by two 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 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 [page 91:] 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
forty-five pounds upon a barrel of four 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 three feet
long, and at the widest, one foot. Its weight was about two
ounces. It could be turned flat, and directed upwards or
downwards, as
well
as to the right or left; and thus enabled the æronaut 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 five 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 anything which carries with it an air of simplicity. To
accomplish the great desideratum of ærial navigation, it was very
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
ærostation. 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 [page
92:] 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 is composed of silk,
varnished with
the
liquid gum 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 2500 pounds. The coal 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 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 [page
93:] 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 four 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 the 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 disposition [[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 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 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. [page 94:] 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 a 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 the 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 Weal-Vor
House,
Mr. Osborne's seat, about a mile from Penstruthal, in North
Wales; and at 7 minutes past 11, every thing 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. [page
95:]
THE JOURNAL.
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 British [[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 ten 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 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 [page 96:]
about twenty 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 endeavoring 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 fifty or sixty miles an hour, so that we
came
up with Cape Clear, at some forty 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 [page 97:]
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; 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 five hundred 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 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 four or five days (these gales
often
last longer) and [page 98:] 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, thirty 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, 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 three 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.
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 [page
99:] 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 twenty or
thirty 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.*
* Note. — Mr.
Ainsworth
has not attempted to account for this phenomena [[phenomenon]], which,
however, is quite susceptible of explanation. A line dropped from
an elevation of 25,000 feet, perpendicularly to the surface of the
earth
(or sea), would form the perpendicular of a right-angled triangle, of
which
the base would extend from the right angle to the horizon, and the
hypothenuse
from the horizon to the balloon. But the 25,000 feet of altitude
is little or nothing, in comparison with the extent of the
prospect. In other words, the base and hypothenuse of the supposed
triangle would
be so long when compared with the perpendicular, that the two former
may
be regarded as nearly parallel. In this manner the horizon of the
æronaut would appear to be on a level with the car. But,
as
the point immediately beneath him seems, and is, at a great distance
below
him, it seems, of course, also, at a great distance below the horizon.
Hence the impression of concavity; and this impression
must
remain, until the elevation shall bear so great a proportion to the
extent
of prospect, that the apparent parallelism of the base and hypothenuse
disappears — when the earth's real convexity must become apparent.
Monday, the 8th. [Mr.
Mason's MS.]
This
morning we had again some little trouble with the rod of the propeller,
which must be entirely remodelled, 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. [page 100:] 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. 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
MS.] 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 recognized 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
seventy-five 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 [page
101:]
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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