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. E. A. P.
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 aeronauts; Mr. Harrison Ainsworth, author of
"Jack Sheppard," etc.; 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 fins 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 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
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 the 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
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 upward or downward,
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 anything which carries with
it an air of simplicity. To accomplish the great desideratum
of aerial 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 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 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 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 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 nor 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 day-break, on Saturday
morning, the 6th instant in the courtyard 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 handwriting 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 overnight,
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
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 20 minutes our first buoy dipped, and at the touch
of the second soon afterward, 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, inclosing 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, toward 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
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 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 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 7th.
[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, today, 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.
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.*
* "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 aeronaut 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 appear.
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. Osbornes 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 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 further 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 furthest.
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.
Copyright 2008 Lee Krystek.
All Rights Reserved.