THE MASTERY OF THE AIR

By William J. Claxton

CONTENTS

PREFACE

THE MASTERY OF THE AIR

PART I.   BALLOONS AND AIR-SHIPS

CHAPTER I.   Man's Duel with Nature

CHAPTER II.   The French Paper-maker who Invented the Balloon

CHAPTER III.   The First Man to Ascend in a Balloon

CHAPTER IV.   The First Balloon Ascent in England

CHAPTER V.   The Father of British Aeronauts

CHAPTER VI.   The Parachute

CHAPTER VII.   Some British Inventors of Air-ships

CHAPTER VIII.   The First Attempts to Steer a Balloon

CHAPTER IX.   The Strange Career of Count Zeppelin

CHAPTER X.   A Zeppelin Air-ship and its Construction

CHAPTER XI.   The Semi-rigid Air-ship

CHAPTER XII.   A Non-rigid Balloon

CHAPTER XIII.   The Zeppelin and Gotha Raids

PART II.   AEROPLANES AND AIRMEN

CHAPTER XIV.   Early Attempts in Aviation

CHAPTER XV.   A Pioneer in Aviation

CHAPTER XVI.   The "Human Birds"

CHAPTER XVII.   The Aeroplane and the Bird

CHAPTER XVIII.   A Great British Inventor of Aeroplanes

CHAPTER XIX.   The Wright Brothers and their Secret Experiments

CHAPTER XX.   The Internal-combustion Engine

CHAPTER XXI.   The Internal-combustion Engine(Cont.)

CHAPTER XXII.   The Aeroplane Engine

CHAPTER XXIII.   A Famous British Inventor of Aviation Engines

CHAPTER XXIV.   The Wright Biplane (Camber of Planes)

CHAPTER XXV.   The Wright Biplane (Cont.)

CHAPTER XXVI.   How the Wrights launched their Biplane

CHAPTER XXVII.   The First Man to Fly in Europe

CHAPTER XXVIII.   M. Bleriot and the Monoplane

CHAPTER XXIX.   Henri Farman and the Voisin Biplane

CHAPTER XXX.   A Famous British Inventor

CHAPTER XXXI.   The Romance of a Cowboy Aeronaut

CHAPTER XXXII.   Three Historic Flights

CHAPTER XXXIII.   Three Historic Flights (Cont.)

CHAPTER XXXIV.   The Hydroplane and Air-boat

CHAPTER XXXV.   A Famous British Inventor of the Water-plane

CHAPTER XXXVI.   Sea-planes for Warfare

CHAPTER XXXVII.   The First Man to Fly in Britain

CHAPTER XXXVIII.   The Royal Flying Corps and Royal Naval Air Service

CHAPTER XXXIX.   Aeroplanes in the Great War

CHAPTER XL.   The Atmosphere and the Barometer

CHAPTER XLI.   How an Airman Knows what Height he Reaches

CHAPTER XLII.   How an Airman finds his Way

CHAPTER XLIII.   The First Airman to Fly Upside Down

CHAPTER XLIV.   The First Englishman to Fly Upside Down

CHAPTER XLV.   Accidents and their Cause

CHAPTER XLVI.   Accidents and their Cause (Cont.)

CHAPTER XLVII.   Accidents and their Cause (Cont.)

CHAPTER XLVIII.     Some Technical Terms used by Aviators

CHAPTER XLIX.   The Future in the Air

PREFACE

This book makes no pretence of going minutely into the technical and scientific sides of human flight: rather does it deal mainly with the real achievements of pioneers who have helped to make aviation what it is to-day.

My chief object has been to arouse among my readers an intelligent interest in the art of flight, and, profiting by friendly criticism of several of my former works, I imagine that this is best obtained by setting forth the romance of triumph in the realms of an element which has defied man for untold centuries, rather than to give a mass of scientific principles which appeal to no one but the expert.

So rapid is the present development of aviation that it is difficult to keep abreast with the times. What is new to-day becomes old to-morrow. The Great War has given a tremendous impetus to the strife between the warring nations for the mastery of the air, and one can but give a rough and general impression of the achievements of naval and military airmen on the various fronts.

Finally, I have tried to bring home the fact that the fascinating progress of aviation should not be confined entirely to the airman and constructor of air-craft; in short, this progress is not a record of events in which the mass of the nation have little personal concern, but of a movement in which each one of us may take an active and intelligent part.

I have to thank various aviation firms, airmen, and others who have kindly come to my assistance, either with the help of valuable information or by the loan of photographs. In particular, my thanks are due to the Royal Flying Corps and Royal Naval Air Service for permission to reproduce illustrations from their two publications on the work and training of their respective corps; to the Aeronautical Society of Great Britain; to Messrs. C. G. Spencer & Sons, Highbury; The Sopwith Aviation Company, Ltd.; Messrs. A. V. Roe & Co., Ltd.; The Gnome Engine Company; The Green Engine Company; Mr. A. G. Gross (Geographia, Ltd.); and M. Bleriot; for an exposition of the internal-combustion engine I have drawn on Mr. Horne's The Age of Machinery.

THE MASTERY OF THE AIR

PART I. BALLOONS AND AIR-SHIPS

CHAPTER I. Man's Duel with Nature

Of all man's great achievements none is, perhaps, more full of human interest than are those concerned with flight. We regard ourselves as remarkable beings, and our wonderful discoveries in science and invention induce us to believe we are far and away the cleverest of all the living creatures in the great scheme of Creation. And yet in the matter of flight the birds beat us; what has taken us years of education, and vast efforts of intelligence, foresight, and daring to accomplish, is known by the tiny fledglings almost as soon as they come into the world.

It is easy to see why the story of aviation is of such romantic interest. Man has been exercising his ingenuity, and deliberately pursuing a certain train of thought, in an attempt to harness the forces of Nature and compel them to act in what seems to be the exact converse of Nature's own arrangements.

One of the mysteries of Nature is known as the FORCE OF GRAVITY. It is not our purpose in this book to go deeply into a study of gravitation; we may content ourselves with the statement, first proved by Sir Isaac Newton, that there is an invisible force which the Earth exerts on all bodies, by which it attracts or draws them towards itself. This property does not belong to the Earth alone, but to all matter—all matter attracts all other matter. In discussing the problems of aviation we are concerned mainly with the mutual attraction of The Earth and the bodies on or near its surface; this is usually called TERRESTRIAL gravity.

It has been found that every body attracts very other body with a force directly proportionate to its mass. Thus we see that, if every particle in a mass exerts its attractive influence, the more particles a body contains the greater will be the attraction. If a mass of iron be dropped to the ground from the roof of a building at the same time as a cork of similar size, the iron and the cork would, but for the retarding effect of the air, fall to the ground together, but the iron would strike the ground with much greater force than the cork. Briefly stated, a body which contains twice as much matter as another is attracted or drawn towards the centre of the Earth with twice the force of that other; if the mass be five times as great, then it will be attracted with five times the force, and so on.

It is thus evident that the Earth must exert an overwhelming attractive force on all bodies on or near its surface. Now, when man rises from the ground in an aeroplane he is counter-acting this force by other forces.

A short time ago the writer saw a picture which illustrated in a very striking manner man's struggle with Nature. Nature was represented as a giant of immense stature and strength, standing on a globe with outstretched arms, and in his hands were shackles of great size. Rising gracefully from the earth, immediately in front of the giant, was an airman seated in a modern flying-machine, and on his face was a happy-go-lucky look as though he were delighting in the duel between him and the giant. The artist had drawn the picture so skilfully that one could imagine the huge, knotted fingers grasping the shackles were itching to bring the airman within their clutch. The picture was entitled "MAN TRIUMPHANT"

No doubt many of those who saw that picture were reminded of the great sacrifices made by man in the past. In the wake of the aviator there are many memorial stones of mournful significance.

It says much for the pluck and perseverance of aviators that they have been willing to run the great risks which ever accompany their efforts. Four years of the Great War have shown how splendidly airmen have risen to the great demands made upon them. In dispatch after dispatch from the front, tribute has been paid to the gallant and devoted work of the Royal Flying Corps and the Royal Naval Air Service. In a long and bitter struggle British airmen have gradually asserted their supremacy in the air. In all parts of the globe, in Egypt, in Mesopotamia, in Palestine, in Africa, the airman has been an indispensable adjunct of the fighting forces. Truly it may be said that mastery of the air is the indispensable factor of final victory.

CHAPTER II. The French Paper-maker who Invented the Balloon

In the year 1782 two young Frenchmen might have been seen one winter night sitting over their cottage fire, performing the curious experiment of filling paper bags with smoke, and letting them rise up towards the ceiling. These young men were brothers, named Stephen and Joseph Montgolfier, and their experiments resulted in the invention of the balloon.

The brothers, like all inventors, seem to have had enquiring minds. They were for ever asking the why and the wherefore of things. "Why does smoke rise?" they asked. "Is there not some strange power in the atmosphere which makes the smoke from chimneys and elsewhere rise in opposition to the force of gravity? If so, cannot we discover this power, and apply it to the service of mankind?"

We may imagine that such questions were in the minds of those two French paper-makers, just as similar questions were in the mind of James Watt when he was discovering the power of steam. But one of the most important attributes of an inventor is an infinite capacity for taking pains, together with great patience.

And so we find the two brothers employing their leisure in what to us would, be a childish pastime, the making of paper balloons. The story tells us that their room was filled with smoke, which issued from the windows as though the house were on fire. A neighbour, thinking such was the case, rushed in, but, on being assured that nothing serious was wrong, stayed to watch the tiny balloons rise a little way from the thin tray which contained the fire that made the smoke with which the bags were filled. The experiments were not altogether successful, however, for the bags rarely rose more than a foot or so from the tray. The neighbour suggested that they should fasten the thin tray on to the bottom of the bag, for it was thought that the bags would not ascend higher because the smoke became cool; and if the smoke were imprisoned within the bag much better results would be obtained. This was done, and, to the great joy of the brothers and their visitor, the bag at once rose quickly to the ceiling.

But though they could make the bags rise their great trouble was that they did not know the cause of this ascent. They thought, however, that they were on the eve of some great discovery, and, as events proved, they were not far wrong. For a time they imagined that the fire they had used generated some special gas, and if they could find out the nature of this gas, and the means of making it in large quantities, they would be able to add to their success.

Of course, in the light of modern knowledge, it seems strange that the brothers did not know that the reason the bags rose, was not because of any special gas being used, but owing to the expansion of air under the influence of heat, whereby hot air tends to rise. Every schoolboy above the age of twelve knows that hot air rises upwards in the atmosphere, and that it continues to rise until its temperature has become the same as that of the surrounding air.

The next experiment was to try their bags in the open air. Choosing a calm, fine day, they made a fire similar to that used in their first experiments, and succeeded in making the bag rise nearly 100 feet. Later on, a much larger craft was built, which was equally successful.

And now we must leave the experiments of the Montgolfiers for a moment, and turn to the discovery of hydrogen gas by Henry Cavendish, a well-known London chemist. In 1766 Cavendish proved conclusively that hydrogen gas was not more than one-seventh the weight of ordinary air. It at once occurred to Dr. Black, of Glasgow, that if a thin bag could be filled with this light gas it would rise in the air; but for various reasons his experiments did not yield results of a practical nature for several years.

Some time afterwards, about a year before the Montgolfiers commenced their experiments which we have already described, Tiberius Cavallo, an Italian chemist, succeeded in making, with hydrogen gas, soap-bubbles which rose in the air. Previous to this he had experimented with bladders and paper bags; but the bladders he found too heavy, and the paper too porous.

It must not be thought that the Montgolfiers experimented solely with hot air in the inflation of their balloons. At one time they used steam, and, later on, the newly-discovered hydrogen gas; but with both these agents they were unsuccessful. It can easily be seen why steam was of no use, when we consider that paper was employed; hydrogen, too, owed its lack of success to the same cause for the porosity of the paper allowed the gas to escape quickly.

It is said that the name "balloon" was given to these paper craft because they resembled in shape a large spherical vessel used in chemistry, which was known by that name. To the brothers Montgolfier belongs the honour of having given the name to this type of aircraft, which, in the two succeeding centuries, became so popular.

After numerous experiments the public were invited to witness the inflation of a particularly huge balloon, over 30 feet in diameter. This was accomplished over a fire made of wool and straw. The ascent was successful, and the balloon, after rising to a height of some 7000 feet, fell to earth about two miles away.

It may be imagined that this experiment aroused enormous interest in Paris, whence the news rapidly spread over all France and to Britain. A Parisian scientific society invited Stephen Montgolfier to Paris in order that the citizens of the metropolis should have their imaginations excited by seeing the hero of these remarkable experiments. Montgolfier was not a rich man, and to enable him to continue his experiments the society granted him a considerable sum of money. He was then enabled to construct a very fine balloon, elaborately decorated and painted, which ascended at Versailles in the presence of the Court.

To add to the value of this experiment three animals were sent up in a basket attached to the balloon. These were a sheep, a cock, and a duck. All sorts of guesses were made as to what would be the fate of the "poor creatures". Some people imagined that there was little or no air in those higher regions and that the animals would choke; others said they would be frozen to death. But when the balloon descended the cock was seen to be strutting about in his usual dignified way, the sheep was chewing the cud, and the duck was quacking for water and worms.

At this point we will leave the work of the brothers Montgolfier. They had succeeded in firing the imagination of nearly every Frenchman, from King Louis down to his humblest subject. Strange, was it not, though scores of millions of people had seen smoke rise, and clouds float, for untold centuries, yet no one, until the close of the eighteenth century, thought of making a balloon?

The learned Franciscan friar, Roger Bacon, who lived in the thirteenth century, seems to have thought of the possibility of producing a contrivance that would float in air. His idea was that the earth's atmosphere was a "true fluid", and that it had an upper surface as the ocean has. He quite believed that on this upper surface—subject, in his belief, to waves similar to those of the sea—an air-ship might float if it once succeeded in rising to the required height. But the difficulty was to reach the surface of this aerial sea. To do this he proposed to make a large hollow globe of metal, wrought as thin as the skill of man could make it, so that it might be as light as possible, and this vast globe was to be filled with "liquid fire". Just what "liquid fire" was, one cannot attempt to explain, and it is doubtful if Bacon himself had any clear idea. But he doubtless thought of some gaseous substance lighter than air, and so he would seem to have, at least, hit upon the principle underlying the construction of the modern balloon. Roger Bacon had ideas far in advance of his time, and his experiments made such an impression of wonder on the popular mind that they were believed to be wrought by black magic, and the worthy monk was classed among those who were supposed to be in league with Satan.

CHAPTER III. The First Man to Ascend in a Balloon

The safe descent of the three animals, which has already been related, showed the way for man to venture up in a balloon. In our time we marvel at the daring of modern airmen, who ascend to giddy heights, and, as it were, engage in mortal combat with the demons of the air. But, courageous though these deeds are, they are not more so than those of the pioneers of ballooning.

In the eighteenth century nothing was known definitely of the conditions of the upper regions of the air, where, indeed, no human being had ever been; and though the frail Montgolfier balloons had ascended and descended with no outward happenings, yet none could tell what might be the risk to life in committing oneself to an ascent. There was, too, very special danger in making an ascent in a hot-air balloon. Underneath the huge envelope was suspended a brazier, so that the fabric of the balloon was in great danger of catching fire.

It was at first suggested that two French criminals under sentence of death should be sent up, and, if they made a safe descent, then the way would be open for other aeronauts to venture aloft. But everyone interested in aeronautics in those days saw that the man who first traversed the unexplored regions of the air would be held in high honour, and it seemed hardly right that this honour should fall to criminals. At any rate this was the view of M. Pilatre de Rozier, a French gentleman, and he determined himself to make the pioneer ascent.

De Rozier had no false notion of the risks he was prepared to run, and he superintended with the greatest care the construction of his balloon. It was of enormous size, with a cage slung underneath the brazier for heating the air. Befors making his free ascent De Rozier made a trial ascent with the balloon held captive by a long rope.

At length, in November, 1783, accompanied by the Marquis d'Arlandes as a passenger, he determined to venture. The experiment aroused immense excitement all over France, and a large concourse of people were gathered together on the outskirts of Paris to witness the risky feat. The balloon made a perfect ascent, and quickly reached a height of about half a mile above sea-level. A strong current of air in the upper regions caused the balloon to take an opposite direction from that intended, and the aeronauts drifted right over Paris. It would have gone hard with them if they had been forced to descend in the city, but the craft was driven by the wind to some distance beyond the suburbs and they alighted quite safely about six miles from their starting-point, after having been up in the air for about half an hour.

Their voyage, however, had by no means been free from anxiety. We are told that the fabric of the balloon repeatedly caught fire, which it took the aeronauts all their time to extinguish. At times, too, they came down perilously near to the Seine, or to the housetops of Paris, but after the most exciting half-hour of their lives they found themselves once more on Mother Earth.

Here we must make a slight digression and speak of the invention of the hydrogen, or gas, balloon. In a previous chapter we read of the discovery of hydrogen gas by Henry Cavendish, and the subsequent experiments with this gas by Dr. Black, of Glasgow. It was soon decided to try to inflate a balloon with this "inflammable air"—as the newly-discovered gas was called—and with this end in view a large public subscription was raised in France to meet the heavy expenses entailed in the venture. The work was entrusted to a French scientist, Professor Charles, and two brothers named Robert.

It was quickly seen that paper, such as was used by the Montgolfiers, was of little use in the construction of a gas balloon, for the gas escaped. Accordingly the fabric was made of silk and varnished with a solution of india-rubber and turpentine. The first hydrogen balloon was only about 13 feet in diameter, for in those early days the method of preparing hydrogen was very laborious and costly, and the constructors thought it advisable not to spend too much money over the initial experiments, in case they should be a failure.

In August, 1783—an eventful year in the history of aeronautics—the first gas-inflated balloon was sent up, of course unaccompanied by a passenger. It shot up high in the air much more rapidly than Montgolfier's hot-air balloon had done, and was soon beyond the clouds. After a voyage of nearly an hour's duration it descended in a field some 15 miles away. We are told that some peasants at work near by fled in the greatest alarm at this strange monster which settled in their midst. An old print shows them cautiously approaching the balloon as it lay heaving on the ground, stabbing it with pitchforks, and beating it with flails and sticks. The story goes that one of the alarmed farmers poured a charge of shot into it with his gun, no doubt thinking that he had effectually silenced the panting demon contained therein. To prevent such unseemly occurrences in the future the French Government found it necessary to warn the people by proclamation that balloons were perfectly harmless objects, and that the experiments would be repeated.

We now have two aerial craft competing for popular favour: the Montgolfier hot-air balloon and the "Charlier" or gas-inflated balloon. About four months after the first trial trip of the latter the inventors decided to ascend in a specially-constructed hydrogen-inflated craft. This balloon, which was 27 feet in diameter, contained nearly all the features of the modern balloon. Thus there was a valve at the top by means of which the gas could be let out as desired; a cord net covered the whole fabric, and from the loop which it formed below the neck of the balloon a car was suspended; and in the car there was a quantity of ballast which could be cast overboard when necessary.

It may be imagined that this new method of aerial navigation had thoroughly aroused the excitability of the French nation, so that thousands of people were met together just outside Paris on the 17th December to see Professor Charles and his mechanic, Robelt, ascend in their new craft. The ascent was successful in every way; the intrepid aeronauts, who carried a barometer, found that they had quickly reached an altitude of over a mile.

After remaining aloft for nearly two hours they came down. Professor Charles decided to ascend again, this time by himself, and with a much lighter load the balloon rose about two miles above sea-level. The temperature at this height became very low, and M. Charles was affected by violent pain in his right ear and jaw. During the voyage he witnessed the strange phenomenon of a double sunset; for, before the ascent, the sun had set behind the hills overshadowing the valleys, and when he rose above the hill-tops he saw the sun again, and presently saw it set again. There is no doubt that the balloon would have risen several thousand feet higher, but the professor thought it would burst, and he opened the valve, eventually making a safe descent about 7 miles from his starting-place.

England lagged behind her French neighbour's in balloon aeronautics—much as she has recently done in aviation—for a considerable time, and, it was not till August of the following year (1784) that the first balloon ascent was made in Great Britain, by Mr. J. M. Tytler. This took place at Edinburgh in a fire balloon. Previous to this an Italian, named Lunardi, had in November, 1783, dispatched from the Artillery Ground, in London, a small balloon made of oil-silk, 10 feet in diameter and weighing 11 pounds. This small craft was sent aloft at one o'clock, and came down, about two and a half hours later, in Sussex, about 48 miles from its starting-place.

In 1784 the largest balloon on record was sent up from Lyons. This immense craft was more than 100 feet in diameter, and stood about 130 feet high. It was inflated with hot air over a straw fire, and seven passengers were carried, including Joseph Montgolfier and Pilatre de Rozier.

But to return to de Rozier, whom we left earlier in the chapter, after his memorable ascent near Paris. This daring Frenchman decided to cross the Channel, and to prevent the gas cooling, and the balloon falling into the sea, he hit on the idea of suspending a small fire balloon under the neck of another balloon inflated with hydrogen gas. In the light of our modern knowledge of the highly-inflammable nature of hydrogen, we wonder how anyone could have attempted such an adventure; but there had been little experience of this newly-discovered gas in those days. We are not surprised to read that, when high in the air, there was an awful explosion and the brave aeronaut fell to the earth and was dashed to death.

CHAPTER IV. The First Balloon Ascent in England

It has been said that the honour of making the first ascent in a balloon from British soil must be awarded to Mr. Tytler. This took place in Scotland. In this chapter we will relate the almost romantic story of the first ascent made in England.

This was carried out successfully by Lunardi, the Italian of whom we have previously spoken. This young foreigner, who was engaged as a private secretary in London, had his interest keenly aroused by the accounts of the experiments being carried out in balloons in France, and he decided to attempt similar experiments in this country.

But great difficulties stood in his way. Like many other inventors and would-be airmen, he suffered from lack of funds to build his craft, and though people whom he approached for financial aid were sympathetic, many of them were unwilling to subscribe to his venture. At length, however, by indomitable perseverance, he collected enough money to defray the cost of building his balloon, and it was arranged that he should ascend from the Artillery Ground, London, in September, 1784.

His craft was a "Charlier"—that is, it was modelled after the hydrogen-inflated balloon built by Professor Charles—and it resembled in shape an enormous pear. A wide hoop encircled the neck of the envelope, and from this hoop the car was suspended by stout cordage.

It is said that on the day announced for the ascent a crowd of nearly 200,000 had assembled, and that the Prince of Wales was an interested spectator. Farmers and labourers and, indeed, all classes of people from the prince down to the humblest subject, were represented, and seldom had London's citizens been more deeply excited.

Many of them, however, were incredulous, especially when an insufficiency of gas caused a long delay before the balloon could be liberated. Fate seemed to be thwarting the plucky Italian at every step. Even at the last minute, when all arrangements had been perfected as far as was humanly possible, and the crowd was agog with excitement, it appeared probable that he would have to postpone the ascent.

It was originally intended that Lunardi should be accompanied by a passenger; but as there was a shortage of gas the balloon's lifting power was considerably lessened, and he had to take the trip with a dog and cat for companions. A perfect ascent was made, and in a few moments the huge balloon was sailing gracefully in a northerly direction over innumerable housetops.

This trip was memorable in another way. It was probably the only aerial cruise where a Royal Council was put off in order to witness the flight. It is recorded that George the Third was in conference with the Cabinet, and when news arrived in the Council Chamber that Lunardi was aloft, the king remarked: "Gentlemen, we may resume our deliberations at pleasure, but we may never see poor Lunardi again!"

The journey was uneventful; there was a moderate northerly breeze, and the aeronaut attained a considerable altitude, so that he and his animals were in danger of frost-bite. Indeed, one of the animals suffered so severely from the effects of the cold that Lunardi skilfully descended low enough to drop it safely to earth, and then, throwing out ballast, once more ascended. He eventually came to earth near a Hertfordshire village about 30 miles to the north of London.

CHAPTER V. The Father of British Aeronauts

No account of the early history of English aeronautics could possibly be complete unless it included a description of the Nassau balloon, which was inflated by coal-gas, from the suggestion of Mr. Charles Green, who was one of Britain's most famous aeronauts. Because of his institution of the modern method of using coal-gas in a balloon, Mr. Green is generally spoken of as the Father of British Aeronautics. During the close of the eighteenth and the opening years of the nineteenth century there had been numerous ascents in Charlier balloons, both in Britain and on the Continent. It had already been discovered that hydrogen gas was highly dangerous and also expensive, and Mr. Green proposed to try the experiment of inflating a balloon with ordinary coal-gas, which had now become fairly common in most large towns, and was much less costly than hydrogen.

Critics of the new scheme assured the promoters that coal-gas would be of little use for a balloon, averring that it had comparatively little lifting power, and aeronauts could never expect to rise to any great altitude in such a balloon. But Green firmly believed that his theory was practical, and he put it to the test. The initial experiments quite convinced him that he was right. Under his superintendence a fine balloon about 80 feet high, built of silk, was made in South London, and the car was constructed to hold from fifteen to twenty passengers. When the craft was completed it was proposed to send it to Paris for exhibition purposes, and the inventor, with two friends, Messrs. Holland and Mason, decided to take it over the Channel by air. It is said that provisions were taken in sufficient quantities to last a fortnight, and over a ton of ballast was shipped.

The journey commenced in November, 1836, late in the afternoon, as the aeronauts had planned to cross the sea by night. A fairly strong north-west wind quickly bore them to the coast, and in less than an hour they found themselves over the lights of Calais. On and on they went, now and then entirely lost to Earth through being enveloped in dense fog; hour after hour went by, until at length dawn revealed a densely-wooded tract of country with which they were entirely unfamiliar. They decided to land, and they were greatly surprised to find that they had reached Weilburg, in Nassau, Germany. The whole journey of 500 miles had been made in eighteen hours.

Probably no British aeronaut has made more daring and exciting ascents than Mr. Green—unless it be a member of the famous Spencer family, of whom we speak in another chapter. It is said that Mr. Green went aloft over a thousand times, and in later years he was accompanied by various passengers who were making ascents for scientific purposes. His skill was so great that though he had numerous hairbreadth escapes he seldom suffered much bodily harm. He lived to the ripe old age of eighty-five.

CHAPTER VI. The Parachute

No doubt many of those who read this book have seen an aeronaut descend from a balloon by the aid of a parachute. For many years this performance has been one of the most attractive items on the programmes of fetes, galas, and various other outdoor exhibitions.

The word "parachute" has been almost bodily taken from the French language. It is derived from the French parer to parry, and chute a fall. In appearance a parachute is very similar to an enormous umbrella.

M. Blanchard, one of the pioneers of ballooning, has the honour of first using a parachute, although not in person. The first "aeronaut" to descend by this apparatus was a dog. The astonished animal was placed in a basket attached to a parachute, taken up in a balloon, and after reaching a considerable altitude was released. Happily for the dog the parachute acted quite admirably, and the animal had a graceful and gentle descent.

Shortly afterwards a well-known French aeronaut, M. Garnerin, had an equally satisfactory descent, and soon the parachute was used by most of the prominent aeronauts of the day. Mr. Cocking, a well-known balloonist, held somewhat different views from those of other inventors as to the best form of construction of parachutes. His idea was that a parachute should be very large and rather heavy in order to be able to support a great weight. His first descent from a great height was also his last. In 1837, accompanied by Messrs. Spencer and Green, he went up with his parachute, attached to the Nassau balloon. At a height of about a mile the parachute was liberated, but it failed to act properly; the inventor was cast headlong to earth, and dashed to death.

From time to time it has been thought that the parachute might be used for life-saving on the modern dirigible air-ship, and even on the aeroplane, and experiments have been carried out with that end in view. A most thrilling descent from an air-ship by means of a parachute was that made by Major Maitland, Commander of the British Airship Squadron, which forms part of the Royal Flying Corps. The descent took place from the Delta air-ship, which ascended from Farnborough Common. In the car with Major Maitland were the pilot, Captain Waterlow, and a passenger. The parachute was suspended from the rigging of the Delta, and when a height of about 2000 feet had been reached it was dropped over to the side of the car. With the dirigible travelling at about 20 miles an hour the major climbed over the car and seated himself in the parachute. Then it became detached from the Delta and shot downwards for about 200 feet at a terrific rate. For a moment or two it was thought that the opening apparatus had failed to work; but gradually the "umbrella" opened, and the gallant major had a gentle descent for the rest of the distance.

This experiment was really made in order to prove the stability of an air-ship after a comparatively great weight was suddenly removed from it. Lord Edward Grosvenor, who is attached to the Royal Flying Corps, was one of the eyewitnesses of the descent. In speaking of it he said: "We all think highly of Major Maitland's performance, which has shown how the difficulty of lightening an air-ship after a long flight can be surmounted. During a voyage of several hours a dirigible naturally loses gas, and without some means of relieving her of weight she might have to descend in a hostile country. Major Maitland has proved the practicability of members of an air-ship's crew dropping to the ground if the necessity arises."

A descent in a parachute has also been made from an aeroplane by M. Pegoud, the daring French airman, of whom we speak later. A certain Frenchman, M. Bonnet, had constructed a parachute which was intended to be used by the pilot of an aeroplane if on any occasion he got into difficulties. It had been tried in many ways, but, unfortunately for the inventor, he could get no pilot to trust himself to it. Tempting offers were made to pilots of world-wide fame, but either the risk was thought to be too great, or it was believed that no practical good would come of the experiment. At last the inventor approached M. Pegoud, who undertook to make the descent. This was accomplished from a great height with perfect safety. It seems highly probable that in the near future the parachute will form part of the equipment of every aeroplane and air-ship.