of the quadruped, and the screw of a steamship from the fin of a fish,
so will the coming flying machine differ from the construction of bird,
bat or insect.
Walking, swimming and flying are modifications of, and merging into,
each other by insensible gradations; and the modifications, resulting
therefrom, are necessitated by the amount of support afforded on, and in
the different mediums--earth, water, air. Although flight is,
indisputably, the finest of the different animal movements, yet it does
not essentially differ from the other two, as the material and forces
employed are literally the same as those in walking and swimming.
Flight is, therefore, a purely mechanical problem, and in compliance
with the law of decrease, as stated before, the surface requisite to
transport bodies in the air, is found to be about one-half,
proportionately, to twelve times the weight.
Applying this observation to an apparatus of, say 200 [lb]s., we find
that the surface of a bird of 18 [lb]s.--about one-twelfth of said 200
[lb]s.--to be 10 square feet; multiplying this by twelve, its weight, we
have 120 square feet of surface, and of which one-half accordingly, 60
square feet, is enough for the support of 200 pounds. Such a machine,
although possessing much less surface than parachutes generally do, is
in the form of inclined planes of proper construction, fully sufficient
for man to slide down safely through the air, without exertion, from an
elevation at least ten times the vertical distance, that is, from the
top of the Palace Hotel to the foot of Baldwin's.
As to the force required, although impossible to give datas, the law of
decrease with greater weight reigns absolute here also. Man's muscular
power for tolerably swift horizontal flight is far greater than
necessary; and, with properly constructed contrivances, he will be able
to travel, at an incline upwards of one in thirty, at least twenty miles
an hour, by manual power alone. A carrier pigeon flies, for a short
time, at the rate of one hundred miles an hour, and some birds much
faster. But in employing any of the many excellent motive powers at
command now, and with larger machines, we will be able to surpass the
swiftest birds.
As for the objection, that the fury of the wind will hinder artificial
flight, it is refuted by observing that even a hurricane, which,
traveling over eighty miles an hour, occurs but rarely, does hardly
prevent the flight of fast birds, and still less would that of a compact
and solid flying machine, because of its greater weight and momentum.
And even if an occasional storm should be dangerous, the machine, by its
greater swiftness, could be turned above, below or sideways, out of the
path of destruction, or it need not travel at such rare times. Besides,
the effect of the storm upon a body within its own medium is
insignificant to what it is when that body offers resistance by being
attached to another medium, as ships on the water, or houses and fences
on land.
XVIII.--FLYING MACHINES OF THE PRESENT, THEIR DEFECTS.
When it was found that no marked improvements could be made in balloons,
the more advanced thinkers, turning their attention in an opposite
direction, commenced to justly regard the winged being as the true model
for flying machines; and experiments are now being made, in different
parts of the world, of which all go to prove that "_flight is far more a
question of mechanical adaptation, construction and manipulation, than
of enormous power_," which, of course, in any experiment, must prove
unavailable, if improperly applied. Some of the motive engines, lately
exhibited in England, produced such remarkable power as certainly no
bird possesses. One of four-horse power weighed 40 pounds, and occupied
but a few cubic feet; another of 13 pounds exerted over one-horse power;
and, at some experiments in France last year, a steam engine of two and
a half horse power weighed 80 [lb]s.; and, being applied to a machine
with two vertical screw propellers of 12 ft. diameter each, it raised
120 [lb]s. of the whole weight of 160 [lb]s.
But, as far as known, these different motive powers have been employed
so far only to elevate and propel machines by vertical fan-like
contrivances--helicopterics or by aeroplanes, pushed forward and upward
by screw propellers; either quite as irrational as ballooning, because
the rigid plane, wedged forward and upward at a given angle, in a
straight line, or in a circle, does not embody the principles carried
out in nature. Hence, the several advocates of the aeroplane and
helicopteric have met with but indifferent success.
Perhaps the best representative model of a flying machine on the
principles of inclined planes, was that of Mr. Stringfellow, exhibited
in London, in 1868, and which occasionally could rise. It had three
aeroplanes, superimposed as advocated by Wenham, the frames of which were
made of light wood, with cloth drawn over it tightly, like rigid kites,
fixed parallel one above the other, with a tail attached to the middle
one. It had a small box underneath for the motive power, and a light
screw propeller behind for pushing it forward. By giving the machine an
upward angle, the planes strike continually upon new layers of air, and
so cause a rise, like a kite pushed from behind. The whole structure had
about thirty-six square feet of surface, and weighed, including the
steam engine, which exerted nearly one-half horse power, under 12
pounds. It proved conclusively that, while the inclined plane, in a
practical and different form, is necessary for aerostation, the secret of
solving the problem lays far more in the mechanical application of
certain laws governing the art of flight, than in enormous power.
These kite-form machines did not succeed, in spite of their great motive
power and lightness, because the supporting planes were not active and
flexible, but presented passive or dead surfaces, without power to
accommodate themselves to altered circumstances. These planes were made
to strike the air at a given angle, instead of continually changing to
suit the elastic medium, and in which respect the ordinary kite is a
better flying machine. If not driven with great velocity, such a machine
can not support itself in the atmosphere; besides, on account of its
great surface exposed, a strong wind can easily capsize it; while
natural wings, on the contrary, present small flying surfaces, and their
great speed converts the space through which they are driven, into a
solid basis for support. This arrangement enables wings to seize and
utilize the air, and renders them superior to the adverse currents, not
of their forming. In this respect they entirely differ from balloons,
and all forms of fixed aeroplanes.
The different small helicopteric models, relying entirely on the aid of
the screw, made from time to time, were also lacking, as stated before,
in some of the true principles of flight; although some of these models
could not only rise, but also carry a certain amount of freight, as was
shown by the delicately constructed clockwork models of M. Nadar, a
prominent French scientist, and others. One remarkable model, exhibited
some years ago, was that of M. Phillips. It was made entirely of metal,
weighed two pounds, had four two-bladed fans inclined to the horizon at
an angle of twenty degrees, and made to revolve in opposite directions
with immense energy. The motive power employed was obtained from the
combustion of charcoal, nitre and gypsum, the products of combustion
mixing with water in the boiler and forming gas-charged steam, which was
delivered at a high pressure from the extremities of the arms of the
fans, on the principle discovered by Hero, of Alexandria.
The production of flight by artificial wings is the most ancient method
proposed, and will, undoubtedly, in a greatly modified form, and in
combination with other contrivances, solve the problem; but to exactly
imitate natural wings will be found as impossible as the production by
the other different methods proposed so far.
Of the more recent attempts at the solution of the problem by means of
artificial wings, worked by steam power, the perhaps most determined was
that of Mr. Kauffman, of Glasgow. The machine had superimposed
aeroplanes, similar to those used by Stringfellow. The two wings were of
great length, narrow, pointed towards the end, and were made to flap up
and down somewhat like the wings of a bird. The model exhibited weighed,
complete, 42 [lb]s., but the dimensions for a large machine were to be:
length, about 30 ft.; hight, 5 ft.; width, 6 ft.; length of each wing,
60 ft.; surface of each, 400 ft.; total weight of machine, 8000 [lb]s.;
nominal power, 120 horses; intended speed, 60 miles per hour; with water
supply for five hours and oil as fuel for ten hours. Besides, a pendule,
weighing 85 [lb]s., and 40 ft. in length, was attached, which could,
telescope-like, be drawn up when necessary. The model was made exactly,
to show the inventor's theory, and to ascertain if the connection to the
wings could be made strong enough to withstand the violent twisting and
bending strains to which they were exposed. When steam at a pressure of
over 150 [lb]s. was turned on, the wings made a short series of furious
flaps and broke. The experiment failed, because, to exactly imitate the
movements of the long and delicate wings of fast-flying birds on a large
scale, is impossible; the leverage to flap up and down 60 ft. long wings
being simply enormous beyond computation, and no material can be found
strong enough to withstand it.
Another machine, the propulsion of which was also to be effected by
means of artificial wings, was exhibited some years ago in England. It
differed entirely from the other in this respect, that it was very
light, weighing scarcely 30 [lb]s., and was intended for a man to fly by
his own muscular power. It had about 70 square feet of surface, two
short wings, and the ribs were made of paragon wire, such as is used in
umbrellas, and covered with silk. By a preliminary quick run, the
inventor could take short, jump-like flights of more than 100 feet; but
this machine was also in a very crude state of perfection.
These different practical experiments, although more or less
unsuccessful, and others similar, but of which many models were far more
ingenious than practical, have at least established the certain prospect
and certainty of an early solution of the problem. And were it not that
but very few, comparatively, of the great number of theories, which have
been proposed from time to time for the accomplishment of this great
object, have been submitted to anything resembling even the remotest
approach to practical tests, and that the lack of means is generally the
insurmountable barrier in experimenting, aerial navigation would to-day
be an established fact.
XIX.--THE PRACTICAL FLYING SHIP OF THE NEAR FUTURE.
Possessing then, all the datas possible on the subject, it is, perhaps,
not so very difficult as is generally supposed, to arrive at a
satisfactory result; and, like other great inventions before, the coming
air ship will also be a rather simple affair. While it will not likely
possess such prodigious weight as 8000 to 10,000 pounds, with a hundred
and twenty horse-power steam engine--sufficient almost for a man of war,
it will neither be as light as a feather, comparatively, but hold the
golden middle.
The inclined planes, in a greatly modified form, will by no means be
discarded, as in fact no flying machine could be built otherwise. But,
as stated before, this is only one principle long recognized, the A B C,
so to speak, towards the solution of the problem. These planes, in
wedging forward, for certain reasons, should be _elastic_, in some
manner, and which has not been attempted by any inventor yet. The frames
and covering of all models, built so far, have been rigid and
immoveable, and yet, even with these great defects, partial success has
been obtained already.
The fan or screw never will be used as the _only_ means in propelling,
but will be very effective in doing service as a part of the whole, with
other contrivances in driving and guiding. But their form and style must
be considerably different from anything known at present.
A modified and peculiar form and style of wings, as mentioned here
before, must also be employed in combination with the planes and fans,
to serve the double purpose of driving and lifting. By the manipulation
of these wings the accumulating and compressed air is thrown underneath
the machine, thereby urging the same in a forward and upward direction,
and by which the planes in front are made to continually rise upon new
layers of the elastic medium, like a kite when the boy runs forward.
The planes must be fixed in such a manner that they can be set at
different angles with the horizon, in order that the machine may rise
sooner when the angle is greatest, because of the greater resistance of
the air against a larger surface exposed; and to glide through the
atmosphere swifter, after elevation has been attained, when the angle of
the planes is most acute, thereby offering the least amount of surface
to the horizontally opposing air. No flying creature rises in the air
vertically, but ascends at an incline.
A swallow, one of the very best flyers, lifts itself with difficulty
from the ground. An eagle, particularly after eating, has to run some
distance flapping its wings vigorously before it can rise. An insect,
possessing considerable spring-power in its limbs, always takes a good
jump at the moment its wings are spread out for elevation, at an upward
angle forward. With similar contrivances for the purpose must a
practical flying machine be provided. It should, in combination with a
certain amount of spring power, to enable it to rise with greater ease
at the final moment, and also to reduce the shock in alighting to a
minimum, have wheels to run over the ground, until sufficient force and
momentum has been attained to launch it into the boundless realms of
space.
To be thoroughly practical, the machine must be under perfect control,
and be made to descend upon any spot desired with absolute safety and
ease. This can be accomplished by the combined effort of the propellors
and wings. By exerting the power of these contrivances in opposite
directions the disturbed atmosphere is thrown in volumes underneath the
machine, which, on account of its similarity to a parachute, although of
a greatly different form, can be made to descend vertically and very
slow.
The doubt expressed by many, that the guidance of an air ship is
possible, is easily refuted. All bodies, possessing the propelling force
within them, can guide themselves in an elastic medium. Of this we have
millions of examples before us in all flying creatures.
Finally, a practical shape and proper size and weight will form one of
the most essential elements in a successful flying machine, and which
has been disregarded more or less so far. Of course, it is impossible to
calculate already, before an actual machine has been built and datas can
be fixed, the limits of these factors in the average aerial structure. My
impressions are, that the weight of a single carriage will be from 400
to 500 lbs., inclusive; a motive force of 3 to 5 horse power. It will
have a total length of from forty to fifty feet, by about the same in
width, from tip to tip; and a surface of from 500 to 600 square feet
will be more than sufficient to sustain a total weight of 1000 lbs.; for
such a machine will be capable to carry from three to four persons, or
its equivalent weight of express matter, letters, newspapers, and other
light freight. Of course, free mail facilities for our wise solons will,
perhaps, unfortunately have to be barred out.
When the novelty and excitement of this style of travel will have
subsided, we may take the next step in aerostation by carrying a much
greater number of passengers and heavier freight; not in a single
machine, but by making two or more to support inclined planes of certain
construction between them. These planes, in swift horizontal flight,
could be made to carry, in suitable cars underneath, much more than
their own weight, because the power of support which the air affords to
inclined planes at a great speed is simply enormous, amounting to 50
[lb]s. per square ft. in a pressure of 100 miles per hour. For this
purpose, the manner of placing these aeroplanes one above the other, as
proposed by Mr. Wenham many years ago, would be practical to some
extent.
The great swiftness with which these machines are expected to travel,
seems at first to rouse fear in us to trust our more or less valuable
lives into such a wonderful structure; and it possibly staggers our
belief that such great speed can be performed with any degree of safety
to brittle bone and breathing valve. But all these objections are easily
refuted. The aerial traveler sits securely inside the strong machine, in
no danger of catching a cold from the strong air-current rushing by,
very much like the passenger in a railroad car; and if of an inquisitive
turn of mind for the beauty of the surrounding panorama, he has suitable
windows for observation. If the air passenger suffers from gout,
rheumatism, or is susceptible to sea-sickness, he will experience no
inconvenience, because there is no jogging, no rumbling over
cobble-stones or broken rails, or riding on a heavy sea; he will feel no
motion at whatever hight he may be, but will glide voluptuously--without
perception almost--like a summer cloud through the vast ocean of the
aerial fluid.
The machine being under perfect control, can be made to travel very slow
when towards the point of destination, and may be stopped at any hight
to remain stationary or leisurely descend. And lastly, speed appears
greatly diminished when the object is viewed from a distance, as we can
observe on a railroad train. A telegraph pole standing near the track
will flit by like a flash of lightning, so to speak; but if any
considerable distance off, it disappears very slow. But when an object
is followed by the eye from a considerable elevation, this fact is still
more striking. The eye can command at a glance almost hundreds of miles
of country, and a city can be seen at a distance of at least fifty miles
in advance, giving the aeronaut ample time for preparing a descent, if so
desired. Of course, he must be well acquainted with landmarks, to know
what part of country he is in; but this knowledge will be acquired much
easier than water navigation.
Such about will be the coming flying-machine of the near future. The
natural elements, so far from presenting barriers and obstacles, as they
do to a great extent on land and ocean navigation, seem to be peculiarly
inviting to aerostation.
Previous to nearly every great discovery, difficulties have been thought
to exist which its completion dissolved. In the days of stage-coaching,
the expectations held out by those interested in steam transport were
considered, even by most competent and intelligent men, as wholly
chimerical; yet the locomotive far surpasses the race-horse in speed and
endurance. When practice proved and datas could be fixed, that smooth
tires met all the requirements on railroads--in place of cogwheels to
gear into racks--how easy all calculations on adhesive force and
friction then became. So with flight.
XX.--WHAT THE CHANGES FOR THE BETTER WILL BE.
It is impossible to overestimate the benefits which will accrue to
mankind from such a creation. Flying will become a studied art, an
amusement, an accomplishment, and inconvenience from sultry heat, or
freezing cold, or deadly epidemics will no longer be suffered. Flying
will become a business, a trade, and the advantages derived from it for
industrial purposes will be wonderfully great. New channels of
employment will be opened to thousands, yes, millions of starving
fellow-beings. A new era will be inaugurated in history; and great as
has been the destiny of our race, it will be quite outlustred by the
grandeur and magnitude of coming events.
Traveling at a speed of over one hundred miles an hour, distance will
become comparatively annihilated. Cutting through the air from San
Francisco to New York, for instance, in twenty-four hours, at one-sixth
in cost and time; far safer, because of no irregulations nor
obstructions of road, no snow-blockades or unnecessary delays; far
cheaper, because of no great expense for outfit or maintenance, the
aerial carriage will soon become the great means of travel throughout the
world.
The vast uninhabited but productive regions of this globe will be
populated from overcrowded and impoverished communities, because of the
extraordinary cheap, safe, and rapid travel by flying machines. New life
will again be imparted to enterprise, speculation and labor; and lands
will be cultivated and great cities be built in regions where the foot
of human being has not trod for ages.
The Andes and Rocky Mountains will become as familiar to us as the hills
of our own city; and mining and other discoveries will follow each other
with wonderful rapidity. The vexing and expensive explorations in the
interiors of Africa and Australia, and towards the North Pole, will soon
be brought to a speedy and satisfactory conclusion; and some of the
wildest dreams of men be realized.
XXI.--CONCLUDING REMARKS.
The accomplishment of aerial navigation, then, is within reach; its
practicability can no longer be denied. It will be one of the most
glorious and fruitful conquests, and of the highest value and importance
to civilized nations. But all inventions, and particularly an
undertaking of such gigantic nature, require pecuniary assistance. This
should not, in our age of progress, be lacking for a single moment;
because, if for no other reason, the first promoters of it will reap
such great financial benefits therefrom as must be beyond their
calculation. Singer, Howe, Colt, McCormick, and hundreds of others, all,
with thousands of friends so immensely wealthy, bear out this assertion.
Let not this enlightened age look upon a great invention as was done in
Robert Fulton's time, when he proposed the steamship to Napoleon in
1801. The plan was laid before a scientific commission, and these
learned men reported it as "visionary" and impracticable. Such was the
reception which steam navigation, that has achieved such immense
results, first received at the hands of philosophy and capital; but
France lost thereby, indirectly, the control of Europe, and Napoleon his
crown; while another nation--America--more wise, ten years later
commenced to reap the benefits emanating from Fulton's genius.
Means, then, being necessary for the accomplishment of this great
object, let them be forthcoming at once, that California may enjoy the
honor and the first fruits of this great invention.
In conclusion, let me thank you for the kind attention you have bestowed
upon a weak exponent of a great subject.
Transcriber Notes
Passages in italics were indicated by _underscores_.
Small caps were replaced with ALL CAPS.
Throughout the document, the oe ligature was replaced with "oe".
Errors in punctuations and inconsistent hyphenation were not corrected
unless otherwise noted below:
On page 4, Koenigsberg was replaced with "one from Koenigsberg", and
"some days ago" was replaced with "some days afterward", both per the
Errata page.
On page 7, "gass" was replaced with "gas".
On page 10, "nade" was replaced with "made".
On page 12, the comma after "M" was replaced with a period.
On page 13, "indiscribable" was replaced with "indescribable".
On page 13 "aeronaut" was replaced with "aeronaut".
On page 14, the semicolon after "eye can reach" was replaced with a
comma.
On page 14, "posititons" was replaced with "positions"
On page 15, "intensily" was replaced with "intensely".
On page 16 "aeronaut" was replaced with "aeronaut".
On page 22, "charletans" was replaced with "charlatans".
On page 25, "strenght" was replaced with "strength".