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 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 resource 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 counter acted, 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 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, indicated 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 Weal-Vor House, Mr Osborne’s seat, about a mile from Penstruthal, in North Wales; and at seven minutes past eleven, 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 PS. is appended, each day, by Mr Ainsworth, who has in preparation, and will shortly give the public a more minute and, no doubt, a thrillingly interesting account of the voyage.
‘Saturday, April the 6th.—Every preparation likely to embarrass us having been made 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 beautiful. 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 vapours 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 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 as readily as desired. Upon this we gave nine hearty cheers, and dropped in the sea a bottle, enclosing a slip of parchment with a brief account of the principle of the invention. Hardly, however, had we done with our rejoicings when an unforeseen accident occurred which discouraged us in no little degree. The steel rod connecting the spring with the propeller was suddenly jerked out of place, at the car end (by a swaying of the car through some movement of one of the two seamen we had taken up), and in an instant hung dangling out of reach from the pivot of the axis of the screw. While we were endeavouring to regain it, our attention being completely absorbed, we became involved in a strong current of wind from the east, which bore us, with rapidly increasing force, toward 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
