Twelve Inventors Who Changed the World

By Kevin Roe

In reality, can a single individual completely change and revolutionize the entire world and make it a much better place? Yes! A single individual most certainly Can change the world! This book includes absolutely incredible and yet virtually unknown stories about twelve of the most fascinating inventors in history.

The entire technology of the world today is still based on the work of a small number of inventors, some of whom are known, and some of whom are almost totally unknown. For example, virtually all of the electrical power technology in the entire world is still based (even now, more than a hundred years later!) on the inventions on Nikola Tesla, and all the communications technology and electronics in the world is still based on the inventions of Edwin Armstrong and Philo Farnsworth.

And all the liquid fuel rocket technology in the world, which is absolutely essential for space travel, still incorporates the inventions of Robert Goddard. And as this book explains, even the German V1 and V2 rockets would not have been possible without his inventions! In fact, essentially 100% of the technology in the V1 and V2 rockets of WWII was copied lock, stock, and barrel from Robert Goddard's U.S. patents and his letters by Nazi espionage.

Can inventors be totally fearless and practical as well as clever? Charles "Swede" Momsen certainly was! The most amazing aspects of his invention development required courage and quick thinking that are astounding. He conducted the first successful deep-sea rescue of a submarine crew against incredible difficulties.

Can an inventor revolutionize the education of the disabled and even surpass Leonardo Da Vinci in his inventive scope? Alexander Graham Bell accomplished Far, Far more than just the invention of the telephone. The unknown stories of what he invented are actually far much more impressive and more interesting.

Can a single inventor feed the world with new types of food crops? Among 100's of other plants varieties he developed, Luther Burbank developed a potato that is still the most common type of potato grown throughout the world today.

Can a single inventor revolutionize agriculture and crop utilization on poor soils? Despite great obstacles, George Washington Carver did just that.

Can inventors with only a high school education solve no less than Six fundamental aviation problems that had baffled the entire human race for 2,000 years? The Wright Brothers accomplished all of that in only a couple of years and completely stunned the entire world. School history books don't even begin to tell the juicy parts of their story and the real reasons for their success.

Can an inventor with virtually no formal schooling astound the world by the number of his inventions? Thomas Edison certainly did, and yet most of what he invented is virtually unknown and unappreciated.

Can an inventor in his spare time create an entire country and a political system to last centuries and still show absolutely hilariously funny humor? Benjamin Franklin accomplished all of this and revolutionized the human view of natural phenomena.

This book will tell you the truly amazing, but little known, stories of these inventors, and provide several practical insights into the fundamental reasons for their success.

• Language: English
• Publisher: Kevin Roe
• Release date: Aug 24, 2012
• ISBN: 9781476102184

Kevin Roe

Kevin Roe has a M.S. and Ph.D. degree in electrical engineering from Stanford University and the University of California, respectively, and a J.D. degree from Santa Clara University Law School. He is a registered patent attorney in Silicon Valley with an office in Campbell, California. He has taught business law and intellectual property law at Stanford University and De Anza College, and has advised and provided legal services for several inventors and companies in all aspects of intellectual property law (e.g., patent and trademark law) and business law (e.g., contract law). Kevin's California law office telephone number is [phone].

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Twelve Inventors Who Changed the World

By Kevin Roe

Copyright 2012 Kevin Roe

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Foreword

I have written this book for several reasons, some of which include the following -

(1) To entertain each reader with non-fictional stories of real people who made absolutely astounding contributions for the benefit of humanity, frequently in spite of enormous technical obstacles. Their true stories are very interesting in themselves and far surpass any fantasies or fictional stories about imaginary characters and heroes.

(2) To clarify in sufficient detail the truth of what actually happened to each inventor and what they achieved. There is a limited knowledge among the general public about some of these inventors, but because the public’s knowledge is limited in scope and depth, it is almost impossible for most people to even begin to fully comprehend the magnitude of what these inventors actually achieved.

(3) To inspire each creative reader to be an inventor, and overcome the negative stereotypes.

(4) To provide cautionary examples to prospective inventors of the consequences of certain dangerous actions, such as litigating in court against rich corporations, or choosing unscrupulous business partners. The advice of a good attorney can make a big difference in the ultimate career success of an inventor. For example, Alexander Graham Bell gained considerable wealth and fame because he followed the advice of his patent attorney.

Any discussion of technology will be easily read and understood. Some of the following chapters may have defects, but I ask that you overlook them and read the full content of the amazing information in each chapter. The time spent reading them will be well worth the effort.

Campbell, California August 23, 2012

Cover Photo shows the launch of Apollo 7. The photo is courtesy of NASA.

A Table of Contents for Twelve Inventors Who Changed the World

Chap. 1: The Amazing Story of Charles Swede Momsen

Chap. 2: Robert Hutchings Goddard, The World’s First Rocket Scientist

Chap. 3: The Greatest Inventor in History and the Prometheus of Electricity and Radio: Nikola Tesla

Chap. 4: The Incredibly Heroic Edwin Howard Armstrong

Chap. 5: The True Inventor of Electronic Television: Philo Taylor Farnsworth

Chap. 6: Methodical Determination and Perseverance: The Wright Brothers

Chap. 7: The Father of Modern Telecommunications: Alexander Graham Bell

Chap. 8: America’s Most Prolific Inventor: Thomas Alva Edison

Chap. 9: The Unconquerable Genius of George W. Carver

Chap. 10: The World’s Most Ambitious Plant Developer: Luther Burbank

Chap. 11: The Most Humorous Inventor in History: Benjamin Franklin

Chapter 1: The Amazing Story of Charles Swede Momsen

We are what we think. All that we are arises with our thoughts. With our thoughts we make the world.

Buddha

To comprehend the magnitude of what Charles Swede Momsen invented and achieved in his life, we first need to understand the state of submarine technology in the early twentieth century. The Terrible Hours, written by Peter Maas, gives an absolutely superb description of life and death on submarines of that era.

The U.S. surface fleet sailors called a submarine a pigboat. The Germans had a far more accurate term for a submarine: an iron coffin. In the days before Swede Momsen’s inventions, if a submarine sank for any reason, the crew was doomed to a choice of several horrible deaths.

If salt water got on the electric batteries, poisonous chlorine gas was quickly generated which would destroy the lungs and eyes of the sailors. Even if no water entered the submarine, the crew would gradually freeze to death from the icy cold ocean with a temperature that could easily fall below freezing. That is, IF their air lasted that long, or if the build-up of carbon dioxide did not kill the crew first!

If the submarine sank in deep water, the pressure could crush the submarine like an egg. If water entered some compartments, the occupants had to quickly escape and close the compartment hatches, usually trapping live sailors in the dark, rapidly flooding compartments to drown without hope like trapped rats.

Submarines were frequently recovered after sinking (e.g., the U. S. submarine S-51 in 1925), with bodies having terrified expressions and fingers torn from their pathetic efforts to open a hatch to escape. Swede was a naval officer on a submarine and happened to be friends with one such victim in the S-51. He served on a rescue ship and he never forgot the horrible deaths inside the S-51, and the frustration and helplessness of the crews on the rescue ships.

Swede’s first invention was a large steel rescue chamber shaped like a bell. Guide cables attached by divers would center the rescue chamber to a flat steel plate surrounding one of the main hatches, on either the stern or bow of a submarine. A rubber gasket on the bottom edge of the bell would provide a watertight seal, when the air pressure inside the bell was reduced to less than the ambient water pressure. Swede also added bolts to maintain the seal, even if the submarine was already partially flooded and the internal pressure was great enough to break the bell seal. Swede submitted the idea to the U.S. Navy, but the Navy did nothing until after the U. S. submarine S-4 sank in 1927.

Swede’s second invention was an external lung, which was a means to enable a sailor to escape a sunken submarine. The Momsen Lung looks like a rubber hot water bottle, with soda lime to absorb carbon dioxide and a couple of breathing valves to regulate the air pressure inside the Momsen Lung as the sailor ascended from the ocean depths.

Swede first tested the Momsen Lung (originally made from old tire inner tubes) in a pool, then Swede tested it in ascents from as deep as 300 feet down in simulations in a pressure tank. Swede eventually tested the Momsen Lung by going down 110 feet below the murky Potomac River in a pickle barrel at great personal risk. The significance of this depth was that the U. S. submarine S-4 had sunk at 110 feet in 1927 off Cape Cod. Swede also tested the Momsen Lung in 155 feet of water in Chesapeake Bay, where Swede snagged a rope that almost killed him. But the Momsen Lung worked. Swede then tested the Lung by deliberately sinking the salvaged submarine S-4 in 40 feet of water off of Key West, Florida.

Swede reasoned that sailors needed time and an air pocket inside the submarine in order to put on the Momsen Lung. Swede’s third invention was a steel skirt that extended about four feet down into the compartment under a main hatch. This was a simple, but brilliant idea, to create an air pocket inside the submarine compartment. Before the submarine was flooded, the main hatch cover was to be unlocked, and seawater let inside through the compartment’s flood valves. When the compartment was flooded, an air pocket would eventually be created in the top of the compartment when the air pressure inside the submarine compartment equaled the water pressure outside the submarine compartment.

The old submarine S-4 was retrofitted for testing Swede’s inventions, towed out to sea off of Key West, and repeatedly and deliberately flooded, with Swede inside. Swede’s test in February 6, 1929 started with Swede and a volunteer torpedo man named Ed Kalinoski ascending from 40 feet. They soon were ascending from 100 feet. They finally ascended from 207 feet, which in 1929 was an unthinkable depth to survive in without a diving helmet. The Momsen Lung worked reliably in every test.

Swede’s fourth invention was his design of two ingenious 100 feet high training tanks at New London, Conn. and Pearl Harbor to train thousands of sailors in using the Momsen Lung. It was important that the sailors learn to not hold their breath and instead, breathe to equalize the lung and body pressures, because even two pounds per square inch in extra pressure in a human lung would be enough to drive air bubbles into the blood stream, causing brain death.

After Swede became famous in the Navy from the success of the Momsen Lung, Swede received permission to develop and construct his Rescue Bell. The first one was five feet in diameter and seven feet high. It had compressed air motors to reel down a guide cable to the submarine. Compressed air would control the Bell’s buoyancy to sink or ascend. After many tests in dry docks to work out the problems, the first ocean test was in the Gulf of Mexico in 75 feet of water on the S-4. It worked. In following tests under various conditions, the Bell worked well, but defective component failures almost killed Swede on two occasions.

In the time during and after these inventions, Swede also organized experiments in deep diving using new mixtures of gases that avoided the poisonous effects of nitrogen at high pressure. Below 200 feet, nitrogen gas (the main atmospheric gas) makes diving with conventional air extremely dangerous. Other researchers had tried and ultimately abandoned helium oxygen gas mixtures, but Swede’s extensive and thorough research and testing overcame several problems and proved that helium oxygen gas mixtures were practical and necessary for deep diving.

Swede’s most famous exploits occurred during the U.S.S. Squalus disaster. The new U.S.S. Squalus submarine incorporated most of Swede’s inventions, including the Momsen Lung and a flat plate surrounding each main hatch for docking with a Rescue Bell. Because of a mechanical failure with an air-intake valve, the submarine sank in 243 feet of freezing water on May 23, 1939. Momsen Lungs could have been used to reach the surface, but the captain mistakenly thought it was too deep for an escape using the Momsen Lungs.

Thirty-three men survived in a couple of forward compartments, but the rest died when they were trapped in the stern when the compartment hatches were closed. The surviving sailors did not panic, even when the remaining air supply starting going bad from excess carbon dioxide, and signal rockets and a marker buoy were released. But they all began to feel the intense cold and succumb to the early stages of freezing to death.

Everything that could possibly go wrong went wrong. The sinking took place so quickly, the Navy had an incredibly difficult time finding the submarine (at first, the searchers used the wrong latitude and longitude coordinates). When the Squalus buoy (with telephone line) was finally found and attached to a rescue ship, the telephone line quickly snapped. A frantic new search began and after a long time interval, a grappling hook finally caught on the Squalus.

Even with helium-oxygen gas, which was not yet available on the rescue ship, divers descending to 243 feet were on the edge of the depths that 1939 diving technology allowed for any practical operations. And a diver was needed to attach the Rescue Bell guide cable to the flat plate surrounding the hatch.

The team of divers that worked for Swede was intensely loyal to him, because he was considerate of their safety and their profession. Swede had even designed electrically-heated underwear for the divers to wear in the icy water. A typical diving suit at that time did not keep a diver warm, especially when very heat-conductive helium gas mixtures were used, even though the typical diving suit weighed more than two hundred pounds.

After the Squalus was located, Swede selected a heroic diver named Martin Sibitsky to go down to attach the guide cable to the Squalus. The pressure at 243 feet down was enormous, but Sibitsky spent 22 minutes on the deck of the Squalus and successfully attached the guide cable to the escape hatch, after clearing debris off the escape hatch.

The question they faced was how many people to bring up in the rescue chamber on each trip. Swede decided to try to bring everybody up with only four trips. As things turned out, Swede was wise to make this decision. On the fourth trip a cable jammed and broke. In many respects, Swede’s greatest achievement was saving the people on the Rescue Bell’s fourth trip up from the Squalus.

Each descent of the Rescue Bell took one hour. Each return trip required 45 minutes for the loading of passengers, and 30 minutes for the ascent. Bad weather was moving in. Time was running out. The last trip up began about 8:30 pm. First the cable jammed on the motor reel, then the Rescue Bell’s motor broke down from the excessive strain.

The Rescue Bell was lowered back down to 210 feet. A diver named Walter Squire went down with a wire cutter in a desperate effort to cut the guide cable, in order that a retrieving cable could winch up the Rescue Bell. The individual steel wires in the retrieval cable starting popping at the enormous weight. Swede ordered a stop to the winch, and then he ordered the Rescue Bell lowered back to the bottom to give him time to think of an alternative solution. Amazingly, the sailors inside the Rescue Bell kept calm, and maintained complete confidence in Swede’s efforts to save their lives throughout the ordeal.

Swede decided another diver would have to go down and attach a new retrieval cable. A diver named Jesse Duncan went down and got tangled up in the cables, and almost died. He was hauled up quickly and reported that only one thin steel wire remained unbroken on the old retrieval cable.

A diver named Ed Clayton went down next. He valiantly attempted to attach a new cable. But after 33 minutes, his hose lines began tangling and he too almost died from the cold and pressure. Time was rapidly running out for the sailors’ lives, but every diver sent down had almost died. Swede ordered compressed air released inside the Rescue Bell to maintain almost neutral buoyancy, so that the single wire would not break while the cable was hauled up by hand.

In spite of large ocean swells the Rescue Bell was ultimately pulled up by hand, inch by inch, while Swede and his men carefully controlled the buoyancy. Finally, a cable could be attached below the break to pull up the Rescue Bell and save all the passengers. Total elapsed time from the sinking to the final rescue: 39 hours.

The magnitude of Swede’s achievement was obvious to all as the world’s first successful rescue of a submarine from the ocean depths, but his successful rescue effort would swiftly receive a forceful and horrible emphasis. Weeks after the rescue of the sailors on the U.S.S. Squalus, a British submarine sank in the Irish Sea and almost a hundred sailors lost their lives, and a French submarine sank in South East Asian waters and over seventy-five sailors died.

Swede further demonstrated his astounding abilities in successfully recovering the Squalus from the Atlantic Ocean after overcoming several almost deadly mishaps and enormous difficulties. Swede later made important contributions to the safety and effectiveness of the weapon systems on U.S. Navy submarines and battleships during and after World War II. He retired as a vice-admiral in September of 1955 after a brilliant naval career, and died on May 25, 1967.

After considering the magnitude of the obstacles he faced and the magnitude of his achievements, it is virtually impossible to imagine a braver, more quick-witted, and more determined inventor than Charles Swede Momsen. His accomplishments certainly qualify him to be considered as one of the greatest and most extraordinary Americans who have ever lived.

If you would like to learn more details about the life and achievements of Charles Swede Momsen, I recommend his biography entitled, The Terrible Hours, written by Peter Maas and first published in 1999 by HarperCollins Publishers of New York, New York. Charles Momsen also gave a lecture describing the details of the rescue and salvage of the U.S.S. Squalus to the Harvard Engineering Society on October 6th, 1939. This lecture is available on the U. S. Navy Internet website at www.history.navy.mil.

Chapter 2: The World’s First Rocket Scientist

Today, there is a widespread public misconception that America’s rocket technology was mainly developed or entirely developed by scientists inspired and led by German scientists that worked on the Nazi V-1 and V-2 rockets of World War II. This misconception not only overlooks the extensive efforts and achievements of Robert Goddard, a professor of physics from Clark University in Worcester, Massachusetts, but it actually puts the cart before the horse. Robert Goddard designed and in 1926 successfully tested the world’s first liquid-fueled rocket, which made space travel possible, and predated the Nazi rocket scientists’ achievements in virtually all of his accomplishments and inventions.

Robert Goddard during his lifetime was either almost ignored or ridiculed by the news media. He was frail-looking from youth, and he did not make much of an impression physically, but he had the imagination and determination to make achievements in space travel possible. His inspiration for developing space travel dated back to 1898, when he was sixteen-years-old and his high school education was interrupted by a suspected kidney disease. This gave him time to read the War of the Worlds, written by H. G. Wells. This book was to prove to be an inspiration to Robert throughout his life.

In 1901, Robert submitted an article (which was rejected) to a journal called Popular Science News, proposing a multistage cannon spacecraft, going considerably beyond the space cannon described by Jules Verne. In 1904, Robert enrolled at Worcester Polytechnic Institute, and soon wrote an English class essay proposing frictionless high speed travel in 1950 by use of electro-magnetically propelled and levitated cars inside a long steel vacuum tube to achieve an average speed of 1200 miles an hour. This 1904 proposal, now called Maglev, is likely to be commercially implemented in the near future. Such proposals are examples of his farsighted technical imagination.

In 1906, Robert speculated about use of solar energy and the use of electrical ion propulsion to provide the means for space travel, which was far beyond his time, and just recently attempted in 2001. In 1907, Robert published an original proposal for gyro-stabilized airplanes in Scientific American.

In 1908, Robert enrolled in graduate school at Clark University to ultimately obtain a doctorate in physics. In 1909, Robert finally realized that a rocket was the best way to reach beyond the earth’s atmosphere. On February 2nd, 1909, Robert wrote a description of a liquid-fueled rocket using an optimum combination of liquid oxygen and liquid hydrogen (which would actually be used in the Apollo moon rockets), even though neither liquid was available in 1909. The magnitude of his imagination is better appreciated by noting that the people of Worcester would not even see an airplane until 1911.

Robert’s ideas were not limited to rockets and air travel. On August 1st, 1912, Robert filed a patent application for a method and apparatus for producing electrical impulses or oscillations. This was issued as U. S. patent 1,159,209 on November 2nd, 1915. It was later cited as an earlier achievement by the patent examiner for the infamous De Forest radio oscillator patents, and Robert’s oscillator patent would later enable small radio companies to break the radio technology monopolies of RCA and AT&T

Tuberculosis was common during Robert’s lifetime. His mother had caught it years before. In March 1913, doctors diagnosed tuberculosis in both of Robert’s lungs, and the doctors predicted Robert’s death within two weeks. Their estimate proved to be incorrect by over 30 years.

Fearing death would wipe-away his mathematical calculations and rocket technology development work, Robert began filing several U. S. patent applications for rocket technology in May of 1913. A patent attorney named Charles Hawley would spend the next 30 years of Robert’s life filing patent applications for Robert’s rocket inventions, and another 10 years filing additional patents in Robert’s name after his death. Astoundingly, Robert would ultimately receive 214 patents covering every aspect of rocket technology. Robert’s first U. S. rocket patents were granted in February of 1914, and covered the essential components of a rocket, such as a combustion chamber, nozzle, fuel supply, and multistage rockets. U. S. Patent 1,103,503 issued on July 14th, 1914, is a typical example of Robert’s far-sighted inventiveness. It described in brilliant detail the use of liquid fuel tanks with fuel pumps to pump liquid oxygen, and a fuel such as gasoline into the combustion chamber. U. S. Patent 1,102,653 described a multistage rocket in great detail, and this patent was issued on July 7th, 1914. All of this was achieved in an age when horses were still a common means of transportation, and before the beginning of the hostilities of World War I. When World War I began, Robert suggested the use of rockets as anti-aircraft weapons to the Navy in July of 1914. Unfortunately, the Navy did not take his proposal seriously. Robert’s ideas were later appreciated as being far ahead of his era.

Gradually, Robert was able to regain a part-time teaching position at the physics department at Clark University. Robert enthusiastically began a study of the efficiency of the solid-fuel rockets that had been developed over the centuries around the world. Robert discovered that the maximum energy to thrust conversion efficiency achieved by all solid fuel rockets was a dismal two percent. By the summer of 1915, he was able to boost solid fuel rocket energy to thrust conversion efficiency to 40%, with thrust velocities of up to almost 8,000 feet per second. If this wasn’t an extraordinary achievement in itself, Robert also constructed vacuum chambers to verify that rockets would still provide a thrust in a vacuum. Surprisingly, the rockets increased their thrust by 20% more in a vacuum, than the same rockets achieved as a thrust operating in normal air. Amazingly, all of these important achievements were accomplished on a $1,000 a year assistant professor’s salary.

Robert applied for research funds from the Smithsonian Institution on September 27th, 1916. He described his accomplishment in meticulous detail, and when asked for even more details, he submitted his famous work, A Method of Reaching Extreme Altitudes. The Smithsonian Institution was so impressed with his presentation, that it decided to give him a grant for $5,000.

On October 17th, 1916, Robert’s grandmother, Mary Goddard, died in her eighty-third year. Mary had vigorously and proudly supported and encouraged Robert throughout his life. Mary had frequently said: Robert is really superior. The world will hear more of him. In this respect, Mary was as far-sighted as Robert.

In March of 1917, Robert began using an abandoned campus laboratory at Worcester Tech. He not only found time to research rocket technology, but also envisioned other technologies. The U. S. entered World War I in April 1917. Robert suggested to the U. S. Navy, among other things, the use of an underwater sound detector to locate submarines, which was foolishly ignored at great loss to the U. S. This technology was later developed in great haste and desperation and called sonar. In November of 1918, Robert and his assistants demonstrated a variety of impressive rocket weapons at the U. S. Army proving grounds at Aberdeen, Maryland. The rockets ranged in weight from 5 pounds to 50 pounds, and demonstrated the practicality of recoilless artillery for infantry. Although World War I ended a few days afterward on November 11th, 1918, and this prevented production of his rocket weapons, Robert’s impressive rocket weapon demonstration would inspire the wide use of anti-tank rockets and other rockets in World War II and all later wars.

A Russian schoolteacher named Konstantian E. Tsiolkovsky and a German college student named Hermann Oberth also wrote extensive theoretical speculations about the future of rocket technology. But Robert was the first researcher to make serious hands-on efforts to actually significantly improve rocket technology, including the development of highly dangerous liquid oxygen and gasoline rocket fuels that were essential for practical rockets. Meanwhile, Konstantian, Hermann, and other rocket enthusiasts continued to write speculative literature that did virtually nothing to achieve or improve practical operational rocket technology.

The Smithsonian Institution published Robert’s paper entitled A Method of Reaching Extreme Altitudes, in January 1920. The news media focused on his short discussion of how rockets could ultimately reach the moon, and this created almost endless uproar and ridicule. Robert submitted other confidential papers to the Smithsonian Institute describing the use of manned and unmanned spacecraft, the use of radio communications with spacecraft utilizing automatic telescopic cameras to take pictures of the moon and the planets, the use of gyroscopes and small jets to control the steering of spacecraft, and the use of ion propulsion and solar propulsion for interplanetary space travel. The ultimate insult occurred when German rocket enthusiasts started talking about space travel and accused Robert of being unimaginative.

However, even the Europeans realized that Robert was the only person involved in practical, scientific development of rocket technology, and they tried to learn everything they could from him. Robert received a letter written in May of 1922 from Hermann Oberth, requesting a copy of Robert’s paper, which was duly sent to Hermann. Hermann published a theoretical paper in 1923, entitled The Rocket into Interplanetary Space, which was a virtual copy of the ideas already explained in Robert’s 1919 work, behavior that Robert never forgot nor forgave. Even an impartial Russian reader wrote to Robert and noted that Hermann had copied and claimed many of Robert’s ideas. The Germans then began their campaign in earnest to discredit Robert as a mere, unimaginative tinkerer, and even went so far as to say that he was afraid of liquid rocket fuels (an amazing accusation to come from people who had done nothing with dangerous liquid rocket fuels themselves).

Between 1924 and 1926, Robert worked on perfecting a practical, working model of a liquid-fuel pump for