Glaisher and Coxwell
Parseval Kite Balloon. Another valiant English leader in aërostation was James Glaisher, member of the British Association for the Advancement of Science. As one of a committee of twelve appointed by that body in 1861, to explore the higher strata of the atmosphere by means of the balloon, he volunteered his services as an observer, when no other capable man could offer to do so. With a professional aëronaut, Mr. Coxwell, and a new balloon specially constructed for the work, cubing 90,000 feet, he made eleven ascensions for the society, four from Wolverhampton, seven from Woolwich. Incidentally he made seventeen other ascents of various altitude; not at the expense of the committee, but as a scientific passenger in public balloon ascents advertised beforehand.
Blanchard’s flying-machine
One of the earliest authenticated devices of this kind was the invention of Blanchard, described by him in the Journal de Paris, August 28, 1781, nearly two years before the invention of the hot-air balloon, of which he became later an enthusiastic votary. As his device is but one of a large number that appeared before the close of the nineteenth century, and the advent of light motors, the reader who wishes fuller acquaintance with man-driven airships may be referred to Mr. Chanute’s book, entitled Progress in Flying-Machines, which describes a large variety of such inventions, and discusses the merit and weakness of each.
Lana’s proposed vacuum balloon
The first vacuum balloon was proposed by the Jesuit father, Francis Lana, and described in his book Podromo dell’Arte Maestra Brecia, which appeared in 1670. Though not a practical project like Gusmao’s, it was very ingenious, and marks an interesting phase in the evolution of the fundamental idea of the air ship, or “balloon” as it was called by the inventor, who then coined the word now in common use. Lana proposed to use four copper spheres each 25 feet in diameter and 1/225 inches in wall thickness, quite well exhausted of air, to give ascensional force which he computed at 1,200 pounds aggregate for the four spheres. From these he would suspend the passengers in a boat having a mast and sail to propel the ship in time of favorable wind. Having computed the buoyancy according to well-known physical laws, he could see no possible objection to his project “unless,” he writes, “it be that God would never permit this invention to be practically applied, in order to prevent the consequences that would ensue therefrom in the civil and political government of men.”
Charles’ first hydrogen balloon
The ascent of this, the first hydrogen balloon, was a popular and a memorable event. The field was lined with troops. The curious spectators had thronged every thoroughfare and darkened every housetop. It was an all day festival, inaugurating a peculiarly French science, with French animation. The booming of cannon announced to all Paris the impending flight of the balloon. At five o’clock, in the presence of 50,000 spectators, and in a shower of rain, the balloon rose more than half a mile and entered the clouds. The people overwhelmed with surprise and enthusiasm, stood gazing upward, despite the rain, observing every maneuver till the vessel had ascended and faded from view.
Montgolfier’s experimental balloon
The public inauguration of aëronautics occurred on June 5, 1783, at Annonay, the home of the Montgolfier family, 36 miles from Lyons. The states of Vivarais being assembled at that place, were invited to witness the ascension. The Deputies and many spectators found in the public square an enormous bag which, with its frame, weighed 300 pounds, and would inflate to a ball 35 feet in diameter. When told that this huge mass would rise to the clouds they were astonished and incredulous. The Montgolfiers, however, lit a fire beneath and let the bag speak for itself. It gradually distended, assuming a beautiful form, and struggling to free itself from the men who were holding it. At a given signal it was released; it ascended rapidly, and in ten minutes attained a height of 6,000 feet. It drifted a mile and a half and sank gently to the ground.
Montgolfier’s passenger balloon
Stephen Montgolfier now wishing to send up human passengers, made a balloon of 100,000 cubic feet capacity. It was shaped like a full lemon pointing upward, with a cylindrical neck below, 16 feet in diameter. Around this neck was a wicker balcony three feet wide, to carry the aëronauts, bundles of straw for fuel, pails of water and sponges to extinguish incipient conflagrations, here and there in the balloon, during a journey. Through stokeholes in the side of the neck sheaves of straw could be forked to the grate suspended centrally below by radial chains. During inflation the base of the balloon rested on a platform, and its top was supported by a rope stretched between two poles. The vessel when completed, in a garden of the Faubourg St. Antoine, was 85 feet high by 48 feet across, and weighed 1,600 pounds. About its zone, painted in oil, were elegant decorations; portraits, cyphers of the king’s name, fleur-de-lis, with fancy borders below and above; while higher still, on the arching dome of the bag, were all the signs of the celestial zodiac.
The Great Balloon of Nassau
he vessel selected for that famous cruise was The Great Balloon of Nassau, then recently built by Mr. Green and representing all that his skill and experience could devise. It was of pear shape, formed of the finest crimson and white silk, “spun, wove and dyed expressly for the purpose,” and comprising when distended a volume of 85,000 cubic feet. From its stout balloon-ring six feet in diameter was suspended a wicker car measuring nine feet long by four wide, having a seat across either end, and a cushioned bottom to serve as a bed, if such should be needed. Across the middle of the car was a plank supporting a windlass for raising or lowering the guide-rope, that is a heavy rope which could be trailed over land, or water, to keep the balloon at a nearly constant level without expenditure of ballast, and to check its speed on landing. This valuable device invented by Mr. Green in 1820, was now to receive adequate trial, which, indeed, formed one of the chief purposes of the cruise. Other paraphernalia of the voyage were food and drink, warm clothing, lamps, trumpets, telescopes, barometers, a quicklime coffee-heater, a grapnel and cable, and a ton of sand ballast in bags.
Car of Nadar’s balloon
A still more elaborate and colossal air ship was the Geant, constructed in 1863, for A. Nadar of Paris. It was made of a double layer of white silk, had a volume of 215,000 cubic feet and a buoyancy of 4½ tons. The car was a wicker cabin 13 feet wide by 7 feet high, with a wicker balcony round the top so that the roof could be used as an observation deck—a delightful place to loll in the starlight, or watch the morning sun “flatter the mountain tops with sovereign eye.” The closed car comprised two main rooms with a hallway between them, one containing the captain’s bed and baggage, the other having three superposed berths for passengers. Minor divisions of the car were reserved for provisions, a lavatory, photography and a printing press, the latter to be used for the dissemination of news from the sky, as the navigators floated from state to state. A compensator balloon of 3,500 cubic feet, just below the main bag and connected with it, received the escaping gas during expansion with increase of tempera61ture or altitude, and gave it back on contraction.
Diagram of a modern spherical balloon with ripping panel
The ripping panel, invented in 1844 by America’s foremost pioneer aëronaut, John Wise, is a simple and an excellent practical device. This is a long patch running longitudinally above the equator[8] of the balloon, feebly sewed to the envelope, and having a cord, called the “ripping cord,” extending down to the car along the outside or inside of the bag, so that the pilot on coming to earth can let out the gas quickly by tearing a rent in the balloon, thus flattening it promptly on the earth’s surface, so as to avoid dragging and bumping if any wind prevails.
Blanchard’s dirigible balloon, 1784
The first attempts at balloon propulsion could not be seriously regarded by trained engineers, even at the inception of aëronautics; but still, as infantile steps in the new art, they may deserve passing notice. Blanchard, on March 2, 1784, made the first real effort to steer a balloon, using for that purpose a spherical gas bag and car provided with aërial oars and a rudder. As he was about to ascend, however, from the Champs de Mars, a young officer with drawn sword persisted in accompanying the pilot, thus compelling Blanchard to leave his wings on earth to allow sufficient buoyancy for himself and his obtrusive guest. His first trial was, therefore, frustrated; but subsequent ones made with that inadequate contrivance also proved futile under the best circumstances; for the scheme was evidently puerile, though tried by various grown-up men besides M. Blanchard.
Robert Brothers’ dirigible, 1784
A more reasonable plan for practical navigation was devised and tried by the Robert brothers. A melon-shaped balloon, fifty-two feet long by thirty-two feet in diameter, was made of silk and inflated with pure hydrogen. Beneath was suspended a longish car of light wood covered with sky-blue silk. This elegant ship was to be rowed through heaven by means of six silken oars actuated by sturdy sailors. A silken rudder should guide her at pleasure when the winds were asleep, or softly playing in the placid sky. She was a fairy bark, indeed, a soaring castle lovely to behold. After a preliminary trial, accompanied by their patron, the Duke de Chartres, they were ready for a substantial journey. On September 19, 1784, the vessel was inflated and taken to the Garden of the Tuileries, in front of the palace, where its cords were held by Marshall Richelieu and three other noblemen. At eleven forty-five the two Roberts and their brother-in-law arose and drifted beyond the horizon on a seven hours’ cruise. Before coming to earth, they plied the oars vigorously, and described a curve of one kilometer radius, thus deviating 22° from the feeble wind then prevailing.