Edgar Allan Poe

The Balloon-Hoax

ASTOUNDING NEWS BY EXPRESS, VIA NORFOLK!–The Atlantic Crossed in Three 
Days!–Signal Triumph of Mr. Monck Mason's Flying Machine!- Arrival at Sullivan's 
Island, near Charlestown, S. C., of Mr. Mason, Mr. Robert Holland, Mr. Henson, 
Mr. Harrison Ainsworth, and four others, in the Steering Balloon, Victoria, 
after a Passage of Seventy-five Hours from Land to Land! Full Particulars of the 
Voyage!

The subjoined jeu d'esprit with the preceding heading in magnificent capitals, 
well interspersed with notes of admiration, was originally published, as matter 
of fact, in the New York Sun, a daily newspaper, and therein fully subserved the 
purpose of creating indigestible aliment for the quidnuncs during the few hours 
intervening between a couple of the Charleston mails. The rush for the "sole 
paper which had the news" was something beyond even the prodigious; and, in 
fact, if (as some assert) the Victoria did not absolutely accomplish the voyage 
recorded it will be difficult to assign a reason why she should not have 
accomplished it. 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.<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. 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.

<1> "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.