"P.S.--I have just reached Hanover with my companions, and re-open my letter to tell you so. The King has sent an aide-de-camp to us. Are we at the end of our reverses? At any rate, I am consoled to think they can no longer laugh at us in Paris. We have kept our promises, and more."
Making some allowance for the palpable exaggeration of small details, this excitable Frenchman"s description of the ascent is the best that we have seen, therefore we have given it in full.
The accounts given by other members of the party corroborate most of it, and correct a few of its errors. For instance, where Monsieur Arnould represents the anchor as dragging off the _roof_ of a house, another account states that it tore away one of the rafters; and while he tells us that large trees were "cut through by the car as clean as if by a woodman"s hatchet," Monsieur G.o.dard says that they were knocked down or uprooted! But, upon the whole, after comparing the several narratives, we are of opinion that, with all his tendency to exaggeration and the use of inflated language, Monsieur Arnould has found it impossible to convey by means of words an adequate conception of this, perhaps, the most wonderful and thrilling balloon voyage on record.
Many dangerous voyages of thrilling interest have been undertaken since this ascent of Monsieur Nadar. We shall just give a brief account of two of these, which occurred at a comparatively recent date, to show the reader that men are not to be deterred by the misfortunes of predecessors from prosecuting inquiries and experiments in this field.
A _fete_ was held some years ago in the park of Mr North, Basford, near Nottingham. Amongst the amus.e.m.e.nts, it was arranged that Mr c.o.xwell should make a balloon ascent. The balloon was almost new, but not of very large dimensions. After it had been fully inflated, Mr c.o.xwell tried it, and found there would be some difficulty in ascending in it, owing to its weight. At this juncture, a Mr James Chambers, of Nottingham, who had previously made many ascents, stepped forward and offered to go in his stead, saying that he was lighter than Mr c.o.xwell, and that he wished to make the ascent. After some conversation, it was agreed that Chambers should go up, but Mr c.o.xwell told him not to attempt an ascent unless he felt quite confident that he could manage the balloon. Chambers replied that he had no fear about managing it, and accordingly he was allowed to make the ascent. The balloon rose steadily, and was carried somewhat rapidly in a north-easterly direction towards Nottingham. It proceeded as far as Arno Vale, when it was seen suddenly to collapse, while still at a considerable alt.i.tude, and then to fall quickly in an unshapely ma.s.s. Some young men who were near the spot where the balloon fell, hastened to render a.s.sistance. The balloon dropped into the car as it descended, completely covering it, and ultimately both fell in a field near Scout Lane, three miles from Nottingham. The car struck the ground and rebounded several feet, and then fell again, when it was seized and stopped by the young men, who had followed it. At the bottom of the car lay stretched the body of the unfortunate aeronaut. He was lifted out and found to be breathing, but quite insensible. He was conveyed to the nearest dwelling, and means were adopted to restore animation, but without effect. Two medical gentlemen, named Robertson and Maltby, afterwards saw him, and it was discovered that his left thigh was fractured, and some of the ribs on his left side were broken, but they considered it very probable that the unfortunate man had died through suffocation, as a handkerchief, which had been found in his mouth, had probably been placed there by himself when he found that he was in danger of being stifled by the gas from the collapsing balloon.
On another occasion, still more recent, a perilous balloon voyage was accomplished by an aeronaut named Vouens. He ascended from the Bellevue Gardens, near Huddersfield, in a balloon which was capable of containing 20,000 cubic feet of gas. Its height was 50 feet, and it expanded to 100 feet in circ.u.mference. Away floated the balloon in a westerly direction, oscillating for a considerable distance in a most extraordinary and unusual manner. Mr Vouens experienced a stronger breeze than he had antic.i.p.ated, and, the current changing rapidly, his energy and knowledge as an aeronaut were very severely taxed. A fresh current drove him to the east for a time, but presently another gust unexpectedly sent him in the direction of Halifax, and thence towards Bradford, in a northerly course. After the lapse of twenty minutes the balloon and its occupant pierced the clouds. Mr Vouens then began to make observations, for the purpose of selecting a suitable site, on which to descend; and in a few minutes concentrated his attention upon a field, in which a _fete_ was being held. The breeze, however, carried him some three miles further, and a second time Mr Vouens attempted to lower himself in a field adjoining some farm-houses at Denholme.
Cautiously opening the escape-valve, he continued the journey downwards, and threw out the grapnels. Impetuous blasts of wind increased the difficulty of bringing the balloon to anchor. A strong wind prevailing, it became unmanageable, and drifted over fields and stone walls with amazing velocity. The flukes of the grapnels penetrated the ground and uprooted the earth as they followed in the wake of the balloon, while the aerial chariot dashed onwards, making, in its career, wide gaps in several stone walls. Mr Vouens, preparing to encounter the worst fate, wrapped the end of the cord which opens the escape-valve round one of his wrists, and, burying himself in the car, permitted the balloon to proceed until the breeze subsided, when, after the car had been thrice capsized, and every article which it contained thrown out, Mr Vouens, who received no injuries, anch.o.r.ed, and completed a voyage of many miles, which occupied half-an-hour in its accomplishment.
CHAPTER NINE.
WAR-BALLOONS.
As the French were the first to teach mankind the art of navigating the air by means of balloons, so they were the first to set the example of applying them to the art of war.
It may not be generally known, perhaps, that balloons have actually been used in war. They were first introduced to this new field of action at Valenciennes in 1793, and the result of the experiment was a failure; not, however, owing to the fault of man, but to the unpropitious nature of the winds. The garrison, being hard pressed by the English and their allies, attached a letter, addressed to the National a.s.sembly, to a small balloon, or parachute, and committed it to a breeze which blew in the direction of Paris. Towards evening the wind changed, and the faithless messenger fell into the enemy"s camp!
About the same time the subject of war-balloons was brought before the Committee of Public Safety, who commissioned a young captain of Engineers, named Coutelle, to make experiments, and report on the matter. He made a balloon twenty-seven feet in diameter, with a car to hold two persons, which, when filled with hydrogen gas, was capable of lifting about a quarter of a ton, and cost a little above 80 pounds. It was not intended that this balloon should go free. It was to be held down by two guy-ropes, each between four and five hundred yards in length, by which, when at the full length of its tether, the balloon was to be hauled about in any direction, pulled down, or allowed to rise in obedience to the wishes of the aeronaut, who was to communicate his orders by means of a system of signals. Reports of what he might be thus enabled to discover of the enemy"s position were to be written on slips of paper, put into small sandbags, and tossed overboard. Small coloured flags were attached to each bag, so that it might be easily observed in its descent.
After several satisfactory ascents to the height of above 500 feet had taken place--the balloon being held easily by ten men, five to each guy-rope--an order was given, in April 1794, for the formation of a company of military aeronauts--styled _aerostiers_, to which Coutelle was appointed captain-commandant. His company consisted of one lieutenant, one sergeant-major, one sergeant, two corporals, and twenty privates, who wore a dark blue uniform, with black velvet facings, and were armed with pistols and swords.
This new and peculiar company of aerostiers was very soon sent to join the army at Maubeuge, and was regarded with some ridicule and contempt by the rest of the army. Coutelle, however, took an effectual method of commanding respect. He begged that he and his men might be allowed to take part in a projected _sortie_. They were permitted, and went; an officer and private were wounded, and the corps behaved with such gallantry that it was from that time treated with becoming respect.
Ascents were made daily in the balloon for reconnoitring purposes, and the Austrians fired at their audacious and inquisitive enemy both with muskets and cannon, but without effect.
After a time the balloon was ordered to take the road, and join that part of the army which was marching on Charleroi. Its march through the country in leading-strings was curious to spectators and hara.s.sing to the aerostiers. The car, with all its appurtenances, was placed on a cart, over which the balloon was allowed to float at a height sufficient to admit of the pa.s.sage of cavalry under it. Twenty men, marching in single file, held it down by twenty stays; but they had a sad time of it, for their charge was headstrong and restive, jerking and tugging at them continually, not only with its own inherent power of ascension, but with the irregular impetus derived from gusts and squalls of wind, which caused it to make sudden and violent charges against trees, houses, or whatever chanced to come in its way, and sometimes to beat its blunt forehead wildly on the ground as if it had been a monster in despair!
It reached Charleroi, however, on the 22nd of June, after a journey of three days, and took part in the battle of Fleurus on the 26th. A high wind rendered it necessary, on the day of battle, to fasten its guy-ropes to thirty horses--fifteen to each rope--and, thus secured, it remained in the air eight hours, pa.s.sing from place to place, and making observations. Its services were so highly appreciated by the generals on that occasion that a second balloon was made and sent to the field of action. The first one, which was named _l"Entreprenant_, met with accidents which rendered it necessary that it should be sent to Maubeuge for repair; but it afterwards rejoined the army and took part in the battle of Aldenhoven, at the capture of Bonn, and at the operations before Ehrenbreitstein, in all of which it escaped without a wound, although frequently exposed to a furious fire of musketry and sh.e.l.ls from the exasperated Austrians.
Nevertheless, its natural enemy, the wind, did not allow it to escape scatheless, as Coutelle shows in one of his letters. He writes thus:
"I received orders to make a reconnaissance of Mayence. I accordingly posted myself between our lines and the town, at about half cannon-shot distance. The wind was very high, so, to counteract its effects as far as lay in my power, I ascended alone, with two hundred pounds additional buoyancy. I was at a height of five hundred metres when three successive gusts dashed me to the ground with such violence that several portions of the car were smashed to bits. Each time the balloon darted up again with so much force that sixty-four men--thirty-two at each guy-rope--were dragged to some distance. Had the guys been made fast to grapnels, as had been suggested to me, they must infallibly have given way."
Notwithstanding this rough treatment, the aerial warrior managed, during a lull in the wind, to count the number of the enemy"s guns.
But the successes of these war-balloons were sadly intermingled with reverses of fortune and hara.s.sing difficulties. The aeronauts had, indeed, won the respect and admiration of the army, but this did not compensate for the terribly fatiguing work of holding on, with scarcely a moment"s intermission, to the ropes of the intractable monsters during long and frequent marches. The second balloon at length succeeded in breaking loose, and was so much damaged as to become unserviceable, and the first one was afterwards found riddled with b.a.l.l.s--destroyed, it was supposed, by its own men, who had become tired of the hardships to which they were continually subjected. The balloon was repaired, but was taken prisoner at Wurtzburg in September 1796, after a short but brilliant, and, it is said, useful career.
After this the war-ballooning fell into disrepute. Some attempts have been made in modern times to revive it, but these are not worth mentioning.
CHAPTER TEN.
AERIAL LOCOMOTIVES, ETCETERA.
Having treated of the balloon in all its different aspects, it is both just and appropriate to conclude with an account of the theory and construction of that curious machine which is, according to some enthusiastic aeronauts, to supplant the balloon altogether, and enable us to accomplish that which has been one of the great aims and desires of mankind from the earliest ages, namely, the directing of our flight, or steering a course, not only through, but, if need were, in opposition to the winds.
Monsieur Nadar being, perhaps, the most zealous advocate of this machine, we draw our information chiefly from his writings. Of course the reader will understand that we do not support the views which we are about to set forth; neither, however, do we treat them lightly, because we have lived long enough to see proposals which, not many years ago, would have been deemed worthy of the most visionary of lunatics, carried out to a successful issue and reduced to sober facts.
When we hear of a _flying machine_ which is to rise from the earth at the bidding of man, and, like the fabulous creations in the _Arabian Nights" Entertainment_, dart through the air with pa.s.sengers and luggage bound for definite localities, turning hither and thither, or alighting on the earth according to the will of a steersman--we confess to a feeling which is apt to wrinkle our visage with the smile of incredulity; but we sternly rebuke the smile, for we know that similar smiles wreathed the faces of exceedingly wise people when, in former days, it was proposed to drive ships and coaches by steam, and hold instantaneous converse with our friends across the Atlantic by means of electricity!
Let us therefore gravely consider the aerial locomotive.
Monsieur Nadar, as the reader already knows, scouts the idea of steering balloons.
In reference to this he states with truth that, "a balloon which presents to the action of the atmosphere a volume of from 22,000 to 42,000 [cubic] feet of a gas from ten to fifteen times lighter than air, is, by its very nature, smitten with incapacity to struggle against the slightest current, no matter what may be the resisting motive force which may be imparted to it. Both by its const.i.tution, and by the medium which drives it hither and thither at the pleasure of the winds, it can never become a vessel. It is a buoy, and remains a buoy."
Discarding, therefore, with contempt, the balloon as an aerial locomotive, he announces his belief that it is the _screw_ which is destined to drive us, or clamber with us, into the blue vault above, and convey us from place to place. And here it is right to a.s.sure the reader that the theoretical power of the screw to accomplish the end in view is not a disputable question. It has been practically proved by models, and the only point that remains to be settled is the possibility of applying the power to machines large enough to carry human beings with a sufficient degree of safety to warrant risking the attempt.
Monsieur Nadar sets out with a statement which he deems self-evident, namely, that, "in order to contend against the air, we must be specifically heavier than the air"--a truth which was also, we are told, announced by the first Napoleon in the epigrammatic sentence, "There can be no progress without resistance." From this the Frenchman proceeds to prove that, in order to command the air, it is necessary to support one"s-self upon it, instead of being at its mercy; that we can only rest upon that which resists, and that the air itself furnishes us amply with the needful resistance--it being "the same atmosphere which overturns walls, tears up by the root trees a century old, and enables ships to ascend impetuous currents." Glowing with the ardour of a man whose faith is refreshingly great, he tells us that the time has at last come when the atmosphere must yield to man. "It is for man," he says, "to restrain and subdue this insolent and abnormal rebellion, which has for so many years laughed at our vain efforts. We are in turn about to make it serve us as a slave, just as the water on which we launch the ship, as the solid earth on which we press the wheel!"
There is a toy called the _spiralifer_, which is common enough in towns, and which is, doubtless, known to almost every one. It consists of four flat fans attached to a spindle somewhat after the manner of the arms of a windmill. It is placed in a hollow tube and made to spin violently by pulling a string wound round the spindle. The result is that the spiralifer leaps out of the hollow tube and ascends powerfully as long as the violent spinning motion continues. If properly constructed, this toy acts with great force and certainty, and if the spinning motion could only be kept up, by any means, the ascent would be continued. The princ.i.p.al here involved is precisely the same as that which causes a windmill to turn, a screw-propeller to drive a ship, and a cork-screw to enter a cork. It is pressure against a resisting medium. Air is the resisting medium in the case of the mill; water and cork respectively in the other cases. The only difference between the windmill and the spiralifer is, that the first is moved by the air pressing against it, the other by itself, in its rotatory action, pressing against the air.
If you turn a bottle upside down, and, while in that position, send a cork-screw up into the cork, you set in motion the same force which is applied in the spiralifer. As the screw screws itself up into the cork, so the spiralifer screws itself up into the air. Of course the screw remains sticking there when the motive power ceases, because of the density of the medium through which it moves, while the spiralifer, when at rest, sinks, because of the fluidity of the air; but the principle of motion in each is the same. The screw-propeller of a ship is just a spiralifer placed horizontally, acting on water instead of air, and having a vessel placed in front of it.
Now, Monsieur Nadar"s aerial locomotive is a huge spiralifer, made strong enough to carry up a steam-engine which shall keep it perpetually spinning, and, therefore, perpetually ascending. Perhaps we should have said that his locomotive is a huge machine to which several spiralifers are attached, so that while one set raises or (by reversing the engine) depresses it, other sets drive it sideways. The theory is perfect, and the practice has been successfully attempted in models. Messieurs Ponton d"Amecourt and de la Laudelle, we are told--"the one a man of the world, and the other a man of letters"--engaged the services of two skilled mechanics, Messieurs Joseph of Arras and J. Richard, who constructed models of machines which ascended the atmosphere, carrying their motive power (springs) along with them.
Besides horizontal screws, it is proposed to furnish additional guiding power to the locomotive by means of inclined planes. These, by being arranged in various positions, while the machine is in motion, would act on the air, as do the wings of a bird, and give it direction.
No doubt, despite the simplicity of all this, difficulties will present themselves to most minds, some of which may perhaps bulk very large in the minds of mechanicians--such as the power of materials to withstand the violence of the forces, to which they are to be applied, etcetera.
We do not know; however, no difficulties seem to have afflicted Monsieur Nadar, who thus grandly waives them all aside, and revels in the contemplation of the triumphant flights that lie before him in the future:--
"It will be understood," he writes, "that it belongs not to us to determine at present either the mechanism or the necessary manoeuvres.
Neither shall we attempt to fix even approximately the future velocity of the aerial locomotive. Let us rather attempt to calculate the probable velocity of a locomotive gliding through the air, without the possibility of running off the rails, without any oscillation, without the least obstacle. Let us fancy such locomotive encountering on its way, in the midst, one of those atmospheric currents which travel at the rate of forty leagues an hour, and following that current; add together these formidable data, and your imagination will recoil in adding still further to these giddy velocities, that of a machine falling through an angle of descent of from 12,000 to 15,000 feet in a series of gigantic zigzags, and making the tour of the globe in a succession of fantastic leaps."
Truly Monsieur Nadar seems to us to be right! There are few men or women, we suspect, who would not recoil from such "fantastic leaps," and unless the prospect of a more sedate style of travelling be held out, it is not probable that aerial locomotives will receive much patronage from the general public.
Lord Carlingford, who mistook the sentiments of Monsieur Nadar in regard to the aerial locomotive, claimed for himself, in 1863, the honour of having previously invented and successfully launched an aerial chariot, weighing seventeen stone, which rose on the air without any a.s.sistance but that of the wind, and, having arrived at a horizontal position on the air, it remained stationary there until pulled down.
Monsieur Nadar, at the conclusion of a courteous letter in reply to this claim, gives his intentions and opinions on the subject pretty clearly as follows:--
"In fine, and that there may be no possible mistake on the part of any one regarding what I am attempting, I desire to find the necessary resources for the const.i.tution of a society, which shall be the centre of all hitherto isolated and therefore lost attempts to solve a question so profound, so vast, so complex that it does not seem to belong to a single individual to achieve it. I have my system, which I believe to be good, since it is mine; but I shall aid with all the strength of my will, and with all the energy of my perseverance, every system which shall be proved to be better than mine. The question to me is not at all who may have determined the great problem; it is that the solution may be found at last. The fruit is ripe; I long to see it plucked, no matter by whom; and this is the sole cause of the agitation which I have endeavoured to call forth, and which I am now pursuing."
A man who takes up a subject with such hearty enthusiasm, and in such a liberal spirit, is, we hold, ent.i.tled to the utmost respect. As we have, however, done our best to lay his case before the public, we feel ent.i.tled to express with all humility some of the doubts which have been suggested to our own mind while meditating on the subject.
No doubt the theory propounded is correct, and, as carried into practice with models, the aerial locomotive has been a great success. No doubt also it is pleasant to contemplate the possibility of traversing s.p.a.ce like a bird, a meteor, or a comet, and the absolute impossibility of "getting off the rails;" but what, we would ask, would be the result of a hitch--ever so small--in the working of the steam-engine or of the spring motor?
If a railway engine breaks down, there are all sorts of chances of escape open to the traveller. The engine may not quit the rails, or it may bound off alone, snap the coupling chains and leave the carriages to run until they come to a gradual standstill; or, the concussion may be so modified that no serious injury may result; or, should it come to the worst, the traveller may be among the fortunate number who make "miraculous escapes." But if a crank of an aerial machine should snap while it is careering through s.p.a.ce, or even a screw get loose and cause a momentary stoppage of the motor, it is abundantly evident that escape from total and swift destruction would be "miraculous" indeed, for the whole affair would come to the ground like a thunderbolt, and "leave not a wrack behind!"
Probably it might be answered in reply that a parachute attached to the machine, or the inclined planes acting as a parachute, would moderate the descent. Well, there may be _something_ in that; nevertheless, parachutes have not yet proved themselves to be very trustworthy,--and we are constrained to reiterate the fact, that while an accident causing the break-down of the motive power of a steamboat or a railway carriage does not necessarily involve fatal consequences, an accident which should stop the motive power in an aerial locomotive would _almost_ to a certainty, result in a grand smash, which would involve machine and pa.s.sengers in one inconceivable whirl of chaotic destruction.
Whether this machine shall ever be successfully completed or not, it is evident that it still engages the earnest attention of men, as we gather from the following paragraph recently published in the _San Francis...o...b..lletin_:--
"At a meeting of the Aerial Navigation Company, held on Friday, July 24, 1869, in San Francisco, it was voted to raise the necessary funds to construct an improved avitor of large size. The opinion of the engineers of the company was unanimous as to success so far, and the feasibility and success of the projected flying-ship. It will be about 150 feet in length, 20 to 40 feet diameter of the gasometer, with propelling blades on each side of the centre, describing a radius of about 16 feet. The propellers are shaped like a steamship"s, with two blades, each very light. They will be driven by a steam-engine of five-horse power, weighing, with boiler connections and water, 430 pounds weight. The planes on each side for floating the machine will be about twenty feet wide at the centre of the machine, and made in sections, so that they can be depressed or elevated at pleasure with the rudder or tail. The gasometer will be made in sections, so that in the event of accident to one section, the remainder will be sufficient for all practical purposes; indeed, it is claimed that the ship can fly through the air with such speed that the sustaining power of the planes alone will be sufficient to maintain the avitor in mid-air. The gasometer will be made, probably, of thin muslin or silk, saturated with gutta-percha. It is to carry four persons, and will be ready for trial in sixty or ninety days. The result of this experiment will be looked for with great interest all over the country."