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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 thirteen feet six inches—height, six feet eight inches. It contained about three hundred and twenty cubic feet of gas, which, if pure hydrogen, would support twenty-one pounds upon its first inflation, before the gas has time to deteriorate or escape. The weight of the whole machine and apparatus was seventeen pounds—leaving about four pounds to spare. Beneath the centre of the balloon, was a frame of light wood, about nine feet long, and rigged on to the balloon itself with a network in the customary manner. From this framework was suspended a wicker basket or car.

“The screw consists of an axis of hollow brass tube, eighteen inches in length, through which, upon a semi-spiral inclined at fifteen degrees, pass a series of steel wire radii, two feet long, and thus projecting a foot on either side. These radii are connected at the outer extremities by two 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 forty-five pounds upon a barrel of four 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 battle-door, and was about three feet long, and at the widest, one foot. Its weight was about two ounces. It could be turned flat, and directed upwards or downwards, as well as to the right or left; and thus enabled the æronaut 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 five 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 ærial 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 ærostation. 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 four 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 or 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 daybreak, on Saturday morning, the 6th instant, in the Court-Yard of Weal-Vor House, Mr. Osborne’s seat, about a mile from Penstruthal, in North Wales; and at 7 minutes past 11, every thing 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 hand-writing 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 over night, 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 British 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