by Poe · Cluster: Journey · Ship
Abstract
A fabricated newspaper account of the first transatlantic balloon crossing, presented as fact; a hoax celebrating science, technology and the credulity of the age.
Testo / Text
Parti / Parts
Readability (prose)60.8 Flesch ease9.4 FK grade12.3 Fog12% complex18.5 words/sent
Connections
Motifs: Sea, Journey, Wind Themes & Concepts: Critique of Progress, Deception, Appearance vs Reality, Wonder and Gratitude, Satire of Society Forms & Genres: Short Story Historical References: Industrial Revolution Settings: Sea (2)
Testo integrale / Full text
[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.
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 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 afterward 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 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 battle-door, 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 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 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 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. 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.
“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 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, was 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 afterward, 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 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 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
manoeuvre 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
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 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_.(*1)
“_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. 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_ 9_th_. [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
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.
(*1) _Note_.—Mr. Ainsworth has not attempted to account for this
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.