Airships And Flying Machines – Real And Imagined

Airships And Flying Machines

Real And Imagined


Click on images to enlarge.    

     “An airship inventor is a man who begins by giving interviews on why it will fly, and ends by giving interviews on why it didn’t fly.” – A quote from The Minneapolis Journal, November 5, 1905, author unknown.

      To our early ancestors the solution to achieving manned flight must have seemed obvious; all one needed to do was construct a set of feathered wings.  Greek mythology tells of a boy named Icarus who did just that, but fell to his death when the wax holding the feathers together melted when he flew too close to the sun.  The plight of the mythical Icarus aside, there were those in real-life who attempted to fly via homemade wings with predictable results.  

     And not all homemade wings involved the use of feathers.  On September 23, 1854, an entertaining news item appeared in the New Orleans Daily Crescent that told of a psychic medium living in New York who was getting advice from the spirit world about how to construct a set of wings for flying purposes. His project involved the use of gutta percha, (A latex derived from Malaysian trees.), India rubber, and whalebone.   “The aforesaid medium,” the article stated in part, “when his outfit is completed, will fly off some tower across the Hudson River to Hoboken and other places.  Of course we await the result of his aerial flight with breathless interest.”     

     By the 1700’s, most would-be aviators had come to believe that the secret to aerial navigation rested with balloons, and they were partially right.   Although the idea of a balloon can be traced to ancient times beginning with the use of aerial lanterns, it wasn’t until 1783 that the first successful manned balloon flight took place.  However, balloons lacked maneuverability and were at the mercy of prevailing winds and extreme weather conditions.  Yet after centuries of trying, man had finally found a way to leave terra firma and stay there.  Then he set about to discover a way to navigate the air at will.       

Francisco Lana’s Airship – 1670

     The terms “flying machine” and “airship” actually pre-date manned balloon ascensions.  Leonardo de Vinci (1452-1519) drew sketches of  winged flying machines around the year 1500, and Francisco de Lana (1631-1687) created plans for an “airship” in 1670.  An illustration of his idea depicts a boat supported by four balloons with a sail to provide forward motion.  

     From the late 1700’s until the Wright brothers flew in 1903, the terms “airship” and “flying machine” were seemingly interchangeable until inventors began designing machine driven flying contraptions known as airplanes that didn’t require a gas bag for lift.   

     Beginning in the early 1800’s and continuing for more than a century later, there were many hopeful inventors who publicly claimed to have “perfected” an airship or flying machine, but that didn’t necessarily mean they’d actually built and flew one.    

      For example, an editorial which appeared in the Yorkville Enquirer in 1884 said in part:, “Read the newspapers of to-day, and in one of every ten you can see an article about somebody’s flying machine going to fly somewhere, at some time.  It is always in the future, and none of them ever report any actual flying.”  

     The following year  a reporter from the Evening Star, a Washington, D.C. newspaper, interviewed an examiner from the U.S. Patent Office who said in part, “We no longer issue patents for devices to enable men to fly through the air because the thing is impossible, and the office some years ago made a rule not to issue patents for impractical inventions.”  

     The same patent examiner also told the Star that “on average” the patent office received about two applications per month for patents or improvements on patents already granted for existing patents of airships and flying machines. 

     It’s unknown how many airship and flying machine patents were applied for during the 19th and early 20th centuries, and of course not all applicants received a patent, and of those that did, often times their ideas never left the drawing board.   


     Some inventors created working scale-models of their proposed aerial machines hoping to attract potential investors, but most ultimately failed to raise the necessary funds to make their concepts a reality.  And of the airships and flying machines that were actually constructed, only a small portion achieved any level of success.      

     There were no flight manuals or reference books for aspiring inventors to draw from, so each was left to his own imagination as to how mechanical flight might be achieved.  Some envisioned machines with bird-like wings, while others incorporated gas bags, sails, or mechanically driven propellers.  The propeller designs differed in size and shape, with some resembling the blades of a windmill, others the paddle wheel of a steam ship, and even contoured propellers as we know them today.  Depending on the inventor’s imagination, the power to turn the props could come from human labor, steam power, compressed air, electric batteries, or any combination of the above.       

     Many early airship design proposals incorporated a cigar-shaped gas bag with some sort of carriage mounted or suspended underneath.  Gas bag materials varied from silk, rubberized canvas, oiled cloth, and even hollow steel or aluminum.   In most cases the bags were designed to hold hot air or Hydrogen gas, but there was one inventor from Mount Carmel, Ill., who in 1891 reportedly came up with the novel idea of using the decomposition gasses given off by dead birds which he called “Buzzard Gas”.  One might surmise that he did this as a joke.         

Captain Charles A. Smith’s Airship -1896

    When it came to inventing new airship designs, to coin a phrase, “the sky was the limit”.  An article which appeared in the Alexandria Gazette & Daily Advertiser, (Alexandria, VA.), on August 25, 1819, mentioned a New Jersey man who’d built an airship and was hoping to fly it in the near future.  The article related in part: “Upon inquiry, we learn that the airship spoken of is a skeleton of wood in the form of a ship, encompassed with silk, which is to be inflated with inflammable air.  To the ship is to be attached a boat with a rudder, oars, etc. etc.  The ingenious inventor is so confident that he will be able to steer the ship, that he has gone to considerable expense in his arrangements.” 

     Another interesting example of an airship was described in an article that appeared in The (New York) Sun on April 30, 1903, under the headline, “Latest News From Europe”, which stated in part:

     “A modern Darius Green has made a flying machine that will really fly.  It was tested on Thursday by experts at Harrow with quite remarkable results.  The machinery consists of a steam engine in a boat-like carriage on small wheels , an areal screw propeller, and what looks like a great wooden sail of slats like a Venetian blind.  The machine weighs 330 pounds, and dead weights of sixteen and seventy-two pounds additional were attached during the experiments.  The inventor, Horatio Phillips, said it would take a pressure equal to a wind blowing thirty miles an hour against the 136 square feet of sail surface to lift the machine, and he produced a current by means of a 400 revolutions per minute propeller, equal to thirty-five miles per hour.  The artificial gale blown against the slats produced a vacuum and plenum on the upper and lower surfaces respectively, thus giving the greatest possible lifting power.  The experiments took place on a circular track.  On the first trial, with seventy-two pounds added weight, the machine when started ran a little way on the wheels and them mounted three or four feet into the air, and continued unsupported more than a half circuit when the extra weight was reduced to sixteen pounds.  It made a clear flight of more than three-fourths of the circuit of 600 feet.  It dropped to earth and ran on the wheels only, when its course was directly parallel with the rather strong natural breeze which was blowing.  Its speed was at the rate of twenty-eight miles an hour.  The machine is in the experimental stage, the design thus far being principally to test the new kind of aeroplane.  In that respect those results are regarded as most encouraging.”    

     While the Phillips flying machine actually made it into the air, the tests described in the article were unmanned.  

     One early airship inventor was John H. Pennington, of Baltimore, Maryland. (Not to be confused with another inventor of the same last name, Edward Joel Pennington.)  In early 1838 John went to Washington, D.C., hoping to present two airship designs to Congress and ask for federal funding to build them.      

     His first proposed airship was to be powered by steam, with lift provided by Hydrogen gas.  When completed it would measure 234 feet long, 87 feet wide, and 40 feet high, with a car mounted underneath for passengers and a pilot.

     The second airship was to be smaller and powered manually by the pilot, which could be operated silently during war time to spy on enemy positions.   

     Referring to Mr. Pennington’s invention, a notice which appeared in The Native American, (A Washington, D.C. newspaper.) on March 3, 1838, stated in part: “In order to defray the expenses of constructing a Steam or Gas Flying Machine, to carry “Express Mails;” and another, on the same principle, to move without either steam or gas – only by manual power – to reconnoiter the enemy’s camp or situation.  The latter can be constructed in a few months, and at the cheap rate of a few hundred dollars; in which the inventor hopes that the Government of the United States will duly appreciate his designs, and appropriate the sum required to construct one or both those Machines, and thereby put an immediate termination to the Indian War.” 

     John Pennington’s ideas were brought before members of Congress more than once, but after careful consideration his funding was denied.   Other inventors also sought government funding, for the idea of using an airship for military purposes had been around for decades, and every developed nation hoped to be the first to achieve “air superiority”.  

      One unnamed New York inventor, realizing the potential monetary rewards involved, tried to hedge his bets against any competition by petitioning Congress for a new law.  The following brief appeared in The Columbia Democrat, (Bloomsburg, Pa.), on March 6, 1841.

     “The Science of BallooningA scientific gentleman of New York insists upon it that he has discovered a means of propelling balloons through the air at almost any required speed and in any direction.  He wants Congress to pass a law guaranteeing all the advantages of such an invention for 50 years to any person who will propel and steer a balloon in the air at the rate of not less than ten miles per hour.  He says that in 1841 if such an act be passed a revolution will be commenced in modes of traveling such as the world has never yet beheld.  No doubt; we fear the revolution will cost some lives.” 

Rufus Porter's Dirigible Airship of 1850 Note the word "Aeroport" on the side of the ship. Illustration from The New York Sun November 23, 1913

Rufus Porter’s Aeroport

     Another early inventor of note was Rufus Porter, a New Englander  who built a twenty-two foot long working model of an airship he named “The Aeroport” that actually flew.  Porter’s model was demonstrated on several occasions inside large buildings.  Porter began his experiments in the 1830s, and envisioned a steam powered airship capable of high-speed transcontinental flight.  Unfortunately, he was never able to raise sufficient funds to bring his concept(s) to reality.      

      Yet not all flying machine ideas involved using gas bags and steam.  Some inventors opted to experiment with kites. One early description of a kite -flying machine can be found in the November 5, 1842 issue of the New York Daily Tribune.  The aircraft was the concept of a Mr. McDermott of Louisiana, who stated as follows;  “I have a Kite one hundred and ten feet in length, twenty feet broad, and tapering to each end like the wings of the fish-hawk.  Under the center of the kite I have a frame eighteen feet high in which I stand.  Under the kite are four wings which operate horizontally, like the oars of a boat.  the blades of the oars are each twenty square feet in surface.  They are moved by the muscles of the legs.  The blades of the oars are made of a series of valves resembling Venetian blinds, so that they open when they move forward, and close when the stroke is made.  The wood part is of canes, the braces wire – the kite of cotton cloth, the tail of the same material.  The kite has an angle of ten degrees to the horizon.” 

     There was no mention as to the total weight of the kite-machine, and it would seem that a man would need to be physically fit to fly it.

     There were others who experimented with man-carrying kites, and although some referred to their inventions as “flying machines”, they were still just kites, (without mechanical motors), and incapable of navigating the air at will.     

William Hanson’s Aerial Carriage
Despite the illustration, it never flew.

     On September 29, 1842, William S. Henson of England patented his design for the Henson Aerial Steam Carriage.  The steam powered aircraft was to weigh 3,000 pounds, and would reportedly be able to travel from London to India in only four days – at a rate of 75 to 100 mph.  Unfortunately it was never constructed.  

      Here in America, a Boston inventor claimed in 1890 that his airship, when completed, would be able to travel 500 miles per hour, and cross from New York to San Francisco in only six hours.        

     Airship and flying machine designs ranged from the “possible”, to the utterly ridiculous, with most falling somewhere in between.  Some envisioned airships that were akin to a flying hotel, with all the amenities of an ocean liner.  Others saw the potential use of airships in wartime, and designed military machines capable of aerial combat or for dropping bombs, as well as naval airships that could land and operate in water as a sort of flying battleship.  And still others envisioned the day when the horse and buggy would be replaced by one’s own personal flying machine.  By the early 20th century some foresaw gigantic blimps with airplane runways on top that would serve as aerial aircraft carriers.       


Airship Nearing Completion – 1892

     Inventing an airship or flying machine was the easy part. However actually building one required money, and lots of it.  One not only needed the right materials, which in some cases had to be custom manufactured, but they also needed a secure location to  construct their invention away from prying eyes of competitors and potential saboteurs.  Capitol was generally raised through private investors, or in some cases, for those with the right political connections, through the government.  

      Meanwhile skeptics maintained that air travel was impossible, or at the very least, unsafe, and pointed to previous failed attempts.  Part of this doubt may have been brought on by certain inventors who’d made astounding claims about the capabilities of their yet-to-be-built airships in terms of speed, altitude, and payload capabilities.     

     One could also surmise that there were those who didn’t want airship inventors to succeed, for if an airship capable of speeds of 100 miles-per-hour or more were to be successfully built, it could then compete in the travel and freight market against other established modes of transportation such as steamships, trains, and stagecoaches.             

     Some inventors who failed in their attempts to fly were sometimes publicly ridiculed in the press as with the case of a Mr. Davidson in the following news snippet that appeared in the Sunbury American And Shamokin Journal, a now defunct Pennsylvania newspaper, on March 23, 1844, under the heading,  “Miscellany”.   

     “The song of “O’ Fly Not Yet” has been arranged as a “bird waltz”, and dedicated to Mr. Davidson, the Flying Machine Man.”    

    Another case involved a New York man named Cook, who in 1897 invented a new type of parachute to be worn when he would take his nearly completed flying machine on a test flight in the near future.  Alas, poor Mr. Cook was found by a policeman entangled in his own invention dangling from a bridge eighty feet over the water – much embarrassed, but none the worse for wear.           

    And then there were the hoaxters and practical jokers who made claims of airships that didn’t exist – and never would.  A case in point was the 1844 story of “Monk Mason’s Flying Machine” which according to a New York newspaper reportedly crossed the Atlantic Ocean from England to the United States in only seventy-five hours.  This was a remarkable claim for the day, but unfortunately, pure fiction. 

     Another early example involved a Pittsburgh man who in September of 1846 advertised that on the 14th he would ascend with his “flying machine” from the top of the Hand Street Bridge.  Thousands turned out to see the event, but at the appointed hour all that flew from the bridge was a white goose the man had released from a sack.     

     The city took the joke in stride, with the Pittsburgh Gazette reporting, “Such a sloping off with mortified looks, it was laughable to see, and the hoax afforded matter for many a good joke during the evening.”      

      Airship hoaxes continued into the 20th century.  Perhaps the most infamous airship hoax occurred in the late autumn of 1909 when a Worcester, Massachusetts, businessman named  Wallace Tillinghast claimed to have invented an airship that could fly over 100 miles per hour at an altitude of 3,000 feet, and travel hundreds of miles without stopping.  Even for 1909 his claims were amazing, for the Wright brothers had flown only seven years earlier and aviation technology was still in its infancy.  What gave this hoax a life of its own was that over the next three months reputable people from all across southern New England reported “seeing” Tillinghast and his invention soar through the air while conducting his nightly flights.   However, in the end, it was revealed that Tillinghast never had an airship of any sort.     

     While the previously mentioned hoaxes were perpetrated for the fun of it, there were other cases where investors were defrauded of their money due to nonexistent airships which the “inventors” never had any intention of building. 

     Incidents involving scientific skepticism, hoaxes, public failures, and fraud, no doubt made it harder for legitimate inventors to gain credibility.

This illustration of Alberto Santos-Dumont’s flying machine appeared in The National Tribune, (Washington, D.C.), on March 1, 1906.  (His name is misspelled as “Dupont”)

    While most inventors worked on ideas involving gas bags to supply the lifting power for their aircraft, there were a few who concentrated on using rotating propellers to gain the necessary lift to overcome gravity.  The idea of helicopters dates to ancient times, and science fiction writers and illustrators of the 19th century envisioned ships equipped with numerous rotating propeller blades instead of sails.       

         By the 1890’s more and more people began to accept the idea that mechanical flight would one day be possible.  Futurists and authors of science fiction predicted a time when trans-Atlantic flights would become routine, and that the personal airship would replace the family horse and buggy, and later, the automobile. 

     One prediction of what the future would hold appeared in The Londonderry Sifter, (A South Londonderry, Vermont, newspaper. ), on August 30, 1888, which stated in part: “A recent writer suggests the we shall, in the next century, have very little use for horses.  He supposes airships to be not only an achievement, but to be as common as wagons are now.  The farmer has then only to hitch a load to his airboat, and lift it clear of trees, and move straight to market.  The effect of navigating the air will, however, be most marked on urban life.  Cities will no longer be needed to any such extent as now.  The airship, avoiding streets, can make a location in the country as desirable for a great store as one in a city.  Will not also a vast amount of land now needed for highways be given over to tillage?  Go ahead, and give us the airship – Globe-Democrat”    

     Predictions aside, aviation technology still hadn’t reached the point where practical aerial navigation could become a reality.   

     In the June, 1893 issue of McClure’s Magazine, famous inventor Alexander Graham Bell had this to say about how man would one day master air travel.  “Of course the airship of the future will be constructed without any balloon attachment.  The discovery of the balloon undoubtedly retarded the solution of the flying problem for over a hundred years.  Even since the Montgolfers taught the world how to rise in the air by means of inflated gasbags, the inventors working at the problem of aerial navigation have been thrown on the wrong track.  Scientific men have been wasting their time trying to steer balloons, a thing which in the nature of the case is impossible to any extent , inasmuch as balloons, being lighter than the resisting air, can never make any headway against it.  the fundamental principle of aerial navigation is that the ship must be heavier that the air.  It is only in recent years that men capable of studying the problem seriously have accepted this as an axiom”     


Arthur De Baussett’s Proposed Airship
The Herald-Advance
Milbank, South Dakota
August 4, 1899

     One of the more ambitious airship projects of the 19th century was the one proposed by Arthur De Bausset in 1899.  His idea was to construct an airship 774 feet long and 144 feet wide that could travel from New York to London in 30 hours.  His airship, when completed, would be the world’s largest, and bigger than any ocean liner of the day. 

     The lift power would come from pumping all of the air out of the huge metal envelope thus creating a vacuum.  Propulsion was to come from 32 propellers powered by turbine engines.

     It was reported that many of New York’s well known businessmen were interested in the project, however, the ship was never built.

     In 1908 inventor J. A. Morrell constructed an airship that was 450 feet long, and at the time, was said to be the world’s largest.  Unfortunately it crashed on May 23, 1908 during its maiden voyage, injuring sixteen people.  

    The flight of the Wright Brothers airplane n 1903 opened the door to manned mechanical flight.   Meanwhile, others continued their work on perfecting the airship.  Technology in both areas grew rapidly leading many to believe that high-speed air travel over great distances was just around the corner.    

     Today we take air travel for granted, but none of it would have been possible had it not been for the hundreds, or perhaps thousands of would-be airship and flying machine inventors who struggled through trial and error to see what worked and what didn’t.  They did so at their own expense, often ridiculed, and at risk of being injured or killed.  In most cases their names have been lost to history. 

     Other sources:

     Alexandria Gazette & Daily Advertiser, (Alexandria, VA.), “Camden, N.J., August 17”, August 25, 1819

     The Native American, (Washington, D.C.), Notice, March 3, 1838.

     The Native American, (Washington, D.C.), “A Step Further In The Sciences”, March 3, 1838

     Iowa Territorial Gazette & Advertiser, “Traveling In The Air”, January 7, 1843

     The New York Herald, “Henson’s New Aerial Steam Carriage”, April 21, 1843

     The Cecil Whig, (Elkton, Md.) “The Steam Mechanic”, April 29, 1843

     The Post Gibson Herald, (no headline), May 22, 1845 

     Yorkville Enquirer, (Yorkville, S.C.), “The Flying Machine Mania”, July 31, 1884

     Evening Star, (Washington, D.C.), “Flying Through The Air – A problem Which Has Puzzled The Inventors Of All Times”, September 26, 1885 

     The Morning Call, (San Francisco, CA.), “With An Eagle’s Swiftness”, October 19, 1890

     The Waco Evening News, (Waco, Texas), “A New Gas”, February 24, 1892.

     The Charlotte Democrat, (Charlotte, N.C.), “Hung By His Heels”, July 1, 1897







Rufus Porter’s “Aeroport” Airship – 1853

Rufus Porter’s “Aeroport” Airship – 1853

Click on images to enlarge.

Rufus Porter's "Power Balloon" From a September 20, 1908 newspaper illustration of The Evening Star, of Washington, D.C.

Rufus Porter’s “Power Balloon”
From a September 20, 1908 newspaper illustration of The Evening Star, of Washington, D.C.

     Rufus Porter was a 19th century New England inventor, publisher, and artist, who some might say was a man well ahead of his time when it came to aeronautical thinking.   

     Born May 1, 1792, in West Boxford, Massachusetts, Porter received little in the way of formal education, but he possessed a brilliant and creative mind.    

     As an artist he painted mural scenes on the walls of many New England homes, and some of these murals survive today. 

     One of his publications included the New York Mechanic, which was described in the Vermont Telegraph in 1841 as being, “The Advocate of Industry and Enterprise, and Journal of Mechanical and other Scientific Improvements.”  It was published weekly at 7 Ann St., New York City.  Others included the American Mechanic, and Scientific American, two magazines aimed at those interested in the latest technology of the day.     

     Mr. Porter was very interested in all things mechanical, and is credited with many inventions, but perhaps his most intriguing was his “Aeroport”, a steam-powered airship that he began to develop in the early 1830s.   The “Aeroport” has also been referred to by other names such as “Aerial Steamer”, “Aero-locomotive”, and “Power Balloon”, but the press commonly referred to it as an “Aeroport”.     

An Early Balloon

An Early Balloon

     The field of aviation was relatively new in Porter’s day.  The first manned balloon ascension had taken place in France in 1783, and the first balloon flight in America had followed ten years later in 1793, about eight months after Porter was born.  Forty years later balloon technology  hadn’t changed much, and once aloft, aeronauts were still at the mercy of the prevailing winds with no means to control the craft’s direction other than up or down.  Porter wanted to change that by designing a flying machine that could land and take off with ease, and be under the control of a pilot who could direct the ship in any desired direction despite wind currents. 

     Another drawback of balloons of the day was that they could only carry one or two persons, but Porter envisioned an air ship that could transport many people at once, much like a modern-day airliner.  His futuristic thinking was ridiculed by those who thought such aerial navigation impossible, yet others found it intriguing, for there had once been a time when sailing across the world’s oceans was thought to be impossible.         

     Porter’s proposed airship was to be 160 feet long, and designed to carry passengers in an enclosed compartment called the “saloon” slung beneath the gas-envelope.  It was to be powered by steam engines which would spin huge propellers that would push it through the air at speeds faster than any known ships or trains.  And for safety sake, the engines and boiler were to be installed in such a way that they could be immediately dropped away should an emergency arise.  

     Over the years Porter built several working models of his proposed airship, which he used to demonstrate the fesability of his project.  The first of these models was completed in 1833, when Porter was in his early 40s.

     In 1849 Rufus Porter authored a publication titled Aerial Navigation: The Practicability Of Traveling Plesantly And Safely From New York To California In Three Days, Fully Demonstrated.   In it, he explained how such a feat could be accomplished with his proposed air ship that he envisioned capable of carrying between fifty to one-hundred passengers at speeds up to 100 miles per hour, making a round trip from New York to California’s “Gold Region” in only seven days.  This was a remarkable claim in an era when the fastest ships took weeks to make the journey.

     In 1850 Porter went to New York and Boston to exhibit a working model of his invention. One newspaper reported, “Mr. Porter’s ‘flying machine did all that it promised on Wednesday evening.  It rose above the audience and went around the hall exactly as he said it would, and the spectators gave three cheers for the successful experiment.”  

     The model was then demonstrated at the Merchant’s Exchange in New York where it circled the rotunda eleven times.

       In 1851 Porter established the Aerial Navigation Company which offered investors the chance to purchase shares in his “Aeroport” which he was convinced would be extremely profitable once completed and put into operation.       

Rufus Porter's Dirigible Airship of 1850 Note the word "Aeroport" on the side of the ship. Illustration from The New York Sun November 23, 1913

Rufus Porter’s Dirigible Airship of 1850
Note the word “Aeroport” on the side of the ship.
Illustration from The New York Sun
November 23, 1913

     In March of 1852 he wrote an open letter to the public looking for investors which was published in the Daily American Telegraph in Washington, D.C., where he had established his residence.  Porter offered potential investors the chance to turn a five-dollar investment into a cash income $20 per week for twenty years.  That translates into a potential return of $20, 800 – a huge sum of money even today.

     The letter stated as follows:

     “The Flying Ship – A chance to secure a cash income of $10 to $20 per week for twenty years, by the investment of five dollars in advance.

     It is extensively known that the undersigned has by the theory and practical experiments so fully demonstrated the practicability of aerial navigation that all who have duly examined the subject are convinced; and no person, even of those whose interests are adverse to its success, can offer a word of rational argument against it.  Several model machines have been constructed, and each of them has operated successfully; and one of them , sixteen feet long, carried a small steam engine, by the power of which the machine was propelled, and, being guided by its own helm, traveled rapidly through the air, even against a breeze of wind, in direct lines or circles, according to the adjustment of its helm.  This machine was witnessed and applauded by hundreds in New York and Boston, and notices thereof were published in several newspapers of those cities at the time.  Since those experiments were made, the inventor has made additional improvements, whereby the invention is now perfected.  And it appears certain that a safe and durable aerial ship, (or aeroport,) capable of carrying one hundred and fifty passengers at a speed of ninety miles an hour, with more perfect safety than either steamboats or railroad cars, may be constructed for $15,000, and that the expense of running it will not exceed $25 per day.  This Aeroport will make the trip to California or to Europe in two days, and will be patronized with abundance of business (more that 50,000 persons are now ready to engage passages) at $200 per passage, which will amount to $30,000 per trip, each way; or $60,000 per week, besides $4,000 for carrying mails.  If this aeroport is owned in shares of $5 each, a single share will produce an income of $20 per week. 

     It is ascertained, by a minute and careful estimate, that an aeroport 150 feet long and capable of carrying five persons at a speed of sixty miles per hour, may be constructed for $1,500.  Now, having been disappointed of the funds requisite to put this invention in operation on a scale of practical utility, I propose that if three hundred persons will subscribe five dollars each, payable when the whole amount of $1,500 shall have been subscribed, I will forthwith construct this pioneer aeroport, (which may be done in six weeks;) and when this is put in operation, I can readily command the requisite funds for constructing a large aeroport, as above mentioned.  And I will so arrange that each subscriber, on the payment of the said sum of five dollars, shall be furnished with a regular title-deed, which shall entitle th eholder thereof to one three-hundredth part of this first aeroport, and also to one three-hundredth part of the first large aeroprt that shall be constructed, and of all benefits and emoluments that may be derived therefrom for twenty years; the said aeroport to be kept in repair without expense to the shareholders.  Subscribers will not be restricted to single shares, but each may hold as many as he is disposed to subscribe for at first; and will receive dividends accordingly, which, according to the forgoing estimate, will be $20 per week on each share, payable weekly or monthly.  Subscribers may send their names to my address by mail (prepaid) and the same will be duly entered on the subscription book, (which already contains about fifty names of subscribers in this city,) and notice will be sent (prepaid) to each when the three hundred shares shall have been taken; and the money may be sent either to me or to the firm of Selden, Withers & Co., (well known bankers of this city,) who will, on the receiptthereof, forward to each subscriber a title-deed, as above stipulated, and will act as treasurers for the shareholders, and transfer the money to me as the progress of the work requires.  Each subscriber will be furnished semi-monthly with a printed news-letter, reporting the progress of the work.

     Editors or publishers of newspapers who will give the forgoing prospectus an insertion within three weeks, and send a copy thereof to the undersigned, shall be entitled to one share in the large aeroport, and be furnished with a title-deed or five dollars in cash forthwith.”

     Rufus Porter, Washington, March 16, 1852

     “P.S. – It is confidently believed that by this invention unexplored regions may be examined, and the light of civilization and Christianity may be disseminated through benighted lands with faculty; and that the world will honor the names of those who now subscribe to aid the introduction of an invention calculated to confer immense benefits upon the entire human race.”       

     Not long afterwards Mr. Porter began building his “Aeroport” .  Unfortunately, throughout the entire construction process, Porter was plagued by bad luck, skeptcisim, ridicule, obstruction, and even vandalism.             

     On August 12, 1852, the Jeffersonian Republican of Stroudsburg, Penn. reported the following: “Rufus Porter, who is building a flying ship at Washington, in his semi monthly report to the stockholders, says: – “The fibrous material for the float and the saloon has all been varnished, and the sewing and making up the float are now in progress, and we may have it ready for inflation in two weeks.  The frame work of the saloon, and the longitudinal rods for the float, are ready to be set up.  The engine and boilers are only waiting for the furnace”

        By the beginning of 1853 Mr. Porter’s airship was still under construction.  On January 1st, of that year, another Washington, D.C. newspaper, the Weekly National Intelligencier, had this to say;

       “When Mr. Porter issued his prospectus or proposition to construct machinery for aerial navigation, and offered shares therein for cash in advance, it was supposed or suspected by most people – probably nine-tenths of those who read the prospectus – to be a mere trick to raise money, but without any serious intention to proceed in the construction of said machine or aeroport.  But the proposition having received the confidence of a sufficient number to obtain the sum required in said prospectus, Mr. Porter did proceed in good faith in the work of constructing the said aeroport, and notwithstanding that he encountered a series of adversities which much retarded the work, and nearly doubled the estimated expense thereof, he had brought the aeroport nearly to completion when interrupted by the inclemency of winter weather.  An unlucky oversight, which required a laborious portion of the work to be wrought over again, only prevented the completion of the aeroport in November.  He now believes that his aeroport may be put to full operation in two or three weeks of mild, calm, pleasant weather.  But, in consequence of delay and the expense of the safe-keeping of the machinery, (some part which being 160 feet long, is rather difficult of storage,) he finds it expiedient to sell a larger number of shares than he had heretofore intended to do; and in consideration of the forward state of the work, and having thus far discovered nothing to shake his confidence in the ultimate success thereof, he reasonably expects the public to entertain more confidence, and attach more value to the said shares than at or prior to the commencement.”

     The rest of the article went on to reiterate what Mr. Porter had said in his letter dated March 16, 1852.         

Advertisement From The Daily Evening Star March 25, 1853 Note the cost of admission was 50 cents

Advertisement From
The Daily Evening Star
March 25, 1853
Note the cost of admission was 50 cents

     To help raise more funding, Mr. Porter exhibited a 22-foot-long and 8-foot-wide working model of his “aeroport” airship at venues where people willing to pay a small admission price could see it.  The total weight of the model was said to be only 15 pounds.

     One place in particular where the model was exhibited on more than one occasion was Carusi’s Saloon in Washington, D.C.  

     On April 13, 1853, the Daily Evening Star reported, “The performance at Carusi’s saloon last evening was highly satisfactory, and elicited frequent applause from the excited audience.”    

     Evidently the demonstrations of his working model failed to achieve the desired effect to entice more investors, for the following month Mr. Porter penned another letter which appeared in the Daily Evening Star on May 12, 1853, which he titled:   “Outrageous Apathy And Inconsistency”.

     The letter read:    

From The Republic newspaper Washington, D. C. April 1, 1853 Note the price of admission was now 25 cents.

From The Republic newspaper Washington, D. C.
April 1, 1853
Note the price of admission was now 25 cents.



     “What a world of fools; or rather, what a nation of skeptics and moral cowards.  Look at the facts.  More than ten years ago I published , described, illustrated, and demonstrated the practicability of a convenient mode of traveling safely and rapidly through the air, in any required direction; and subsequently have not only refuted all arguments against it, but demonstrated its practicability by the frequently repeated exhibition of an operating aerial steamer (aeroport or flying ship) on a small scale, and proved beyond all cavil, that this mode of traveling would be incomparatively more safe, as well as more pleasant and expeditious, than nay mode in present use; and that the cost of an aeroport of such size and proportions as to be capable of carrying two hundred passengers safely, at a good speed of one hundred miles per hour, would be less than that of an ordinary steam ferry boat; and that the earnings of this aeroport would pay more than two hundred percent per week on its cost; and that no accident or emergency could possibly occur to subject the passengers to more danger than that of a hotel residence.  Yet with these facts before them, and while people are being burned, drowned, smashed and ground up by hundreds, by collisions, overturning and plunging railroad trains, and the burning of steamboats; and while thousands are exposing their lives by land journies across the thousand miles of desert and wilderness, or submitting to the hardship and dangers of a six months voyage around Cape Horn, such a total apathy, or mental disease of skepticism, and the fear of vulgar sneers pervades the community that not one man of wealth can be found in these United States, willing to furnish the requisite funds for introducing this incomparable and greatly needed improvement.

     When application has been made to Congress, the subject meets with ridicule; or, if referred to appropriate committees, the members refuse to examine its merits. 

     When the most interesting appeals have been made public through the press, and a liberal interest (worth $500,) in the invention , has been offered to every editor who would give the proposition an insertion, only one in fifty of those whom the offer was made , deigned to notice it; and of these, three subsequently demanded cash payment for the insertion.

     So goes the world, or rather, the nation; and so it will go, perhaps, till the more reasonable English or French capitalists shall have put this same aeroport in operation in Europe; when all Yankeedom will eagerly adopt the invention, and wonder that it had not been introduced before.”

     R. Porter       

     One can understand Mr. Porter’s frustration.  As a man of foresight, he knew that air travel was the way of the future, and history has proven him correct, but he didn’t understand why people were reluctant to invest in his project, or why the United States government had denied his request for funding when other nations like France and England were actively seeking was to develop air travel.  

     So why were people reluctant to invest?  One possibility could have been the promise of a potential return of $20,800 on a mere $5 investment.  If Mr. Porter’s figures are correct, and there’s no reason to doubt them, a person would be a fool not to invest, but perhaps potential investors couldn’t believe it, thinking it was too good to be true. 

     Another possibility is that while we take high-speed aerial navigation for granted in the 21st century, in 1853 it was akin to science fiction, so one can understand why some may have thought Mr. Porter’s invention would be nothing more than a passing fancy.  Such was the thinking with other inventions throughout the ages, like the telephone, for example.         

1845 Train Illustration

1845 Train Illustration

     And perhaps there were those who weren’t anxious to see airships replace trains and ocean going vessels as a primary means of long distance travel, especially when Mr. Porter was claiming his invention would be able to cross continents and oceans in mere days – something trains and ships were incapable of.    

       Yet Mr. Porter persevered, and in early July of 1853 he announced that he hoped his “Aeroport” would be ready for trials by October 1st. If successful, he planned to fly it to the World’s Fair in New York City.  At the time he made the announcement he was still reportedly $300 short of his financial goal.

      On July 26, 1853, a Washington, D.C. newspaper reported, “We have heretofore stated that Mr. Rufus Porter proposes to construct an aeroport with which to visit the Crystal Palace; he and others being confident that he can accomplish his purpose.  Notwithstanding the doubts which prevail upon the subject, and the opinions expressed as to the practicability, he is now engaged in the construction of his flying ship.  The City Councils, several weeks ago, as we were yesterday informed by a member of the lower board, refused to grant him the use of a vacant lot somewhere in the slashes, on which he could erect a pavilion to protect his mechanical operations; but this has not weakened his determination to persevere in his long-considered plans.  To say the least, the municipal authorities can take no offence should the proprietor withhold from them the complementary invitation of a saloon passage!” 

     And so it went.  A year-and-a-half later on January 5, 1855, the Washington Sentinel commented, “Mr. Rufus Porter, with the industry of a beaver, is still working on his “float and saloon”, in this city.”   Unfortunately the project never came to fruition.  In the ensuing years others followed in Porter’s foot steps.  Some made progress, others failed, but it was Rufus Porter who’d laid the groundwork for future dirigible development.   This fact was recognized in The Sun, a New York newspaper, in the autumn of 1913, twenty-nine years after Rufus Porter died.  The article said in part; “Perhaps you don’t know who Rufus Porter was, and if that be the case, you, as a patriotic American will be interested in learning that he has some right to be described as the father of the dirigible airship.”  

     Rufus Porter died at the age of 92 in West Haven, Connecticut, on August 13, 1884, and is buried in Oak Grove Cemetery in West Haven.   

     To learn more about Rufus Porter, one should visit the Rufus Porter Museum in Bridgton, Maine, or the museum’s website at:  


     Vermont Telegraph, “New York Mechanic” May 5, 1841.  

     Daily American Telegraph, (Washington, D. C. ) “The Flying Ship”, Rufus Porter’s appeal to investors through his letter to the editor., April 3, 1852 

     Jeffersonian Republican, (no headline) August 12, 1852 

     The Daily Comet, (Baton Rouge, La.) “The Flying Ship” October 8, 1852

     Weekly National Intelligencer, (Washington, D.C.) “The Flying Ship”, January 1, 1853

     Grand River Times, “(Grand Haven, Michigan), (no headline) February 23, 1853

     Daily Evening Star, “The Aeroport, Or Flying Ship” – Carusi’s Saloon advertisement, March 25, 1853

     The Republic, (Washington D. C. ) Carusi’s Saloon – The Flying Ship, or Aeroport”, April 1, 1853    

     Weekly National Intelligencer, (Washington, D.C.) ,”The Flying Ship”, April 2, 1853

     Daily Evening Star, “Communicated – The Flying Ship”, April 13, 1853

     Daily Evening Star, (Washington, D.C. ) “Outrageous Apathy and Inconsistency”, May 12, 1853 

     Daily Evening Star, (Washington, D.C.) (no headline – Porter announces Aeroport will be ready for test flights on October 1st.) July 11, 1853

     The Daily Republic, (Washington, D.C.) “Aerial Flights” July 12, 1853

     The Daily Republic, (Washington D.C.) “Aerial Traveling”, July 26, 1853

     Washington Sentinel, Rufus Porter’s letter to the editor, November 27, 1853

     Washington Sentinel, under “Local and Personal”, headline “The Flying Ship” October 28, 1854

     Washington Sentinel, (Washington, D.C.) “Floating Castles”, January 5, 1855 

     Tri-Weekly Asturian, “Miscellaneous Items”, September 16, 1873

     Evening Star, (Washington, D.C.) “Nest of Flyers Here – Washington Home Of Greatest Attempts To navigate Air”, September 20, 1908

     New York Sun, (Image) “Rufus Porter’s Airship Of 1850”, November 23, 1913, 3rd Section, Page 12.

     New York Sun, “Yankee’s Dirigible Airship Of Sixty Years Ago”, November 23, 1913, 3rd Section, Page 12.

     Rufus Porter Museum, Bridgton, Maine.   

     Wikipedia – Rufus Porter

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