Year: 1886

page_text: Date of Application, 21st July, 1886
Complete Left, 20th Apr., 1887.
Complete Accepted, 27th May, 1887.
DECED
1, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention to be as follows:-
It is an undoubted fact that the use of light gases such as hydrogen, or coal-gas,
cannot lead to a practical application of aerial vessels to the conveyance of passengers
or freight, as these gases are liable to take fire or explode, and the use of fire on
board is consequently a permanent danger, it is therefore impossible to safely use
steam or hot air engines. As it is certain that the propulsion of aerial vessels requires
a great motive power in order to make head against strong winds, electricity is not
available, owing to the cost and weight of the machinery required for its production,
and moreover its use would not avoid the danger above referred to. On the other
hand, light gases are liable to escape through the fabric of the aerial vessel and must
be replaced frequently, and their cost would be enormous for large vessels. Aerial
navigation must therefore be based on quite a different principle, and the only safe
and economical one is the employment of atmospheric air dilated by heat. This is the
principle of the Balloon invented by Montgolfier in 1783, and it has been abandoned
owing to the danger of burning the inflammable balloon made of paper or cloth.
The principle of this Invention is widely different, as will be explained; and it is
based entirely on two main points ;
1st. To obtain the ascensional power by utilizing the waste heat escaping from the
motive engines, for dilating atmospheric air.
2nd. To construct the vessel of incombustible materials only, and in such way that
all parts of the metallic frame are in tension only, in order to admit of lightness of
construction.
Reference is to be had to the accompanying drawings forming part of this specifi-
cation in which figure 1 is a theoretical diagram of the system, illustrating the
principle of the Invention.

page_text: A is the body of the vessel, in the form of a cylinder terminated at each end by a
cone, the whole being constituted by an incombustible frame light enough to be lifted,
together with the load, by the ascensional power of the dilated air. Bis a boiler, of
which the chimney discharges into the vessel all the hot gases of combustion, suitable
smokless fuel being used. The gases escape freely by the pipes C C. The vessel is
propelled by the screw D and steered by the rudder E. It will be readily understood
that if sufficient heat is supplied from the furnaces to maintain the necessary tem-
perature within the vessel, the ascensional power will be obtained without any extra
cost, and therefore the expense of running will be merely that of the fuel for the
engines, besides the crew and maintenance of the vessel.
Having explained the general principle I will now proceed to give a full description
of an aerial vessel, navigable with safety, rapidity, and economy, for the conveyance of
passengers and freight to any amount. The vessel is supposed to be of large capacity,
such as would be necessary to travel, for instance, between England and Central
Africa, or any part of the Continent.
Figures 2 and 3 show a longitudinal elevation, and an underside view. The length
of the vessel is very great compared to its diameter, the fineness of the form being
even more necessary for an aerial vessel than for a sea-going steamer, owing to tho
strong winds and the speed required. The conical ends are, therefore, very acute. As
the frame must, necessarily, be very light, and could not support heavy weights
at one point, the motive power is distributed over many points along the whole
structure.
A B. is the cylindrical part; AC, BD the conical ends of the body of the vessel.
Suspended therefrom, and extending from E to ', is a long and narrow platform on
which room is provided for engines, furnaces, and accomodation for supplies, freight
and passengers. G G G are as many sets of furnace engine and propellers in order to
distribute the weights equally along the entire length, there being as many as twenty
of these on a large vessel. Every set of engines being therefore, very light, no great
strain comes on any particular point, and the heat is moreover distributed throughout
the vessel, which admits of regulating and controlling the heat at all points, and
obtaining an equal buoyancy at every part, and of keeping the vessel straight. The
placing of the engines at numerous points has the further advantage of reducing the
diameter of the propellers, the total height of the vessel being thus reduced, the engines
being able to run faster, and being so much lighter. Owing to the great length
available, the screw-propellers may be at such distances apart as not to interfere with
one another's action.
As before stated, the vessel must be constructed entirely of incombustible materials;
the question is to make a frame as light as possible, and at the same time strong
enough to stand on the ground without collapsing, and to sustain the pressure of
the wind, and the resistance of the air. The frame is, therefore, constructed entirely
of the strongest possible metal, namely, steel, which is nickel-plated to prevent
oxidation. The principle of the structure is to make a succession of rigid frames
according to a given shape, represented here as circular; they are connected by a
central beam running from end to end. Each of these frames supports a part of the
structure below, where the heavy weights are concentrated. This arrangement is
shewn by figures 4 and 5, figure 4 being a longitudinal view of a section, and figure 5 a
transverse view of a franie. The central beam H is formed of four steel tubes connected
together by steel-ties; two cross-pieces I J are constructed in the same way, making
thus the backbone of the vessel. The circular shape is given by a steel tube fixed to
the ends of the cross-pieces which are stayed by the shrouds K K, L L. On the
shrouds K K, the circular tube is supported by the struts M M, another set of
shrouds N N allows of supporting the circular tube at more intermediate points.
The conical ends are similarly constructed, except that the diameter of the frames
gradually decreases, so as to terminate as a point.
In order to support the under structure, two sets of steel rods 000 are arranged
so as to support the weight at numerous points, these sets of rods produce an equal
distribution of the ascensional power at all points, and the corresponding parts of the

page_text: under structure are supported by the vertical steel rods P P P. In this way, the
beam and the under structure are supported at as many points as may be necessary
to avoid flexure. The under structure is represented as a floor Q supported as above
stated by the vertical rods P and also by the shrouds R R, and the vertical rods S S.
On the floor are the Engines T T, and the boilers U U. If petroleum be used, it is
stored in the pipes V V which are part of the structure, wherefrom it is pumped
for feeding the furnaces. The lower casing or chamber X is used for freight and
passengers.
The metallic structure boing now complete, it is covered with an envelope, both
incombustible and air-tight, strong enough to not yield to the pressure of the air, and
capable of retaining the internal heat. This is obtained by making the envelope of
wire cloth between two sheets of asbestos. Figures 6 and 7 shew the structure of the
envelope. As shewn in figure 6, the envelopes Y. Z. are duplex with an interval
between them filled with air, and some light and very much dilated wool, or cotton
filaments. The duplex envelope of metal and asbestos thus constituted is externally
covered with a very thin brass sheet to render the envelope waterproof and decrease
the loss of heat by radiation. The heat can thus be retained without great loss and
owing to the great motive power necessary for propulsion, the waste heat from the
engines is always in excess, the buoyancy of the vessel thus being always maintained.
This duplex envelope is supported by a set of steel wires running from end to end,
and on which the envelopes are fastened. The structure is then complete, and fire
can be applied without danger.
The engines will be built as light as possible and with air condensers, so as to
enable the same water to be used repeatedly, which is absolutely necessary, unless hot
air engines are used which will probably be the case at some future time. The
condensers can be combined with the structure by using tubes in the construction of
the floors and suspension rods.
It must be observed that there is nothing essential in the number of propellers
specified, and the way of using the material, for the purpose of making a light and
rigid aerial vessel, as well as the arrangements for the machinery can be varied in
many ways.
In describing numerous sets of engines, in order to make an equal distribution over
the entire length, and in illustrating a special way of building a light and strong
vessel, the Invention is not limited to that particular arrangement, but extends to the use of
atmospheric air dilated by the waste heat, the use of incombustible materials for the
frame and envelopes, the use of metallic couples in which the metals are under tension,
whatever may be the alterations in the use of the above principles. Stability is
obtained to a great extent by the location of the weights on the lower part of the
vessel, and is increased by adding a movable structure underneath as shewn in
figure 2. A platform ab in which merchandise and stores are kept, is sustained by
steel ropes ddd by which the platform can be lifted by steam cranes, the object of such
arrangement being to lower the centre of gravity and increase stability whereas when
the vessel is coming to land that platform can be raised in order not to increase the
height of the vessel above the ground. Furthermore, as longitudinal stability is of
great importance in aerial navigation, it is absolutely obtained under any circumstances
by dividing the entire length into compartments by several partitions, so that a
different temperature can be kept in each compartment. It follows, that if the vessel
has a tendency to get out of the horizontal position, a ready remedy is applied by
increasing the heat in the corresponding compartment. This is illustrated in figure 1,
where the partitions F and G divide the length into three compartments. A greater
number can however be used, each compartment having its separate furnace, so that
the temperature can be raised at will in each. This gives a natural and efficient means
of steadily maintaining the horizontal position.
It only remains to add something as to the practicability of navigating such a vessel,
and of landing for loading, unloading, and repairing. When such a vessel is on course
of navigation, there is maintained inside a temperature sufficient to give the
ascensional power corresponding to a given height in the atmosphere. If the tem-
.

page_text: perature is raised, the buoyancy is also increased, and the vessel can go higher, and
Beck in case of hurricanes for a moderate zone. If the temperature is lowered, the
vessel comes down at the will of the Captain and in case of landing, it is lowered
to such a point that the buoyancy is a little less than the weight, the engines being, at
same time, worked astern or ahead, and steering for the intended spot. For landing,
loose ropes W W are provided which can be fastened aground and keep the vessel in
its intended place. Whilst stationary, the temperature is maintained at such a degree,
that a small part of the weight is supported on the ground. Thus the vessel can lay
in its place without any strain upon the structure, and the temperature being nearly
the same, the effects of dilatation are unchanged, by elevating the temperature a little,
the vessel is ready to start again. Of course, when landed, an aerial vessel must be
protected against strong winds. One of the ways to obtain that result is shewn at
figure 8, in which high buildings with high roofs are erected around the landing place
being used as stores and dwellings, as the organization of aerial lines will involve large
accomodation for commercial requirements. This figure shews how the vessel stands
when landed lightly laying on its bottom and anchored by a set of ropes. Since there
is no longer any danger in using steam engines and fire, all these questions of practical
management of such vessels will be soon understood, and whatever may be the
enormity of the dimensions those vessels will be easily controlled, owing to the
enormous motive power which must be used in order to make speed, even against
strong winds. The wind has often a speed of Fifty miles an hour, and it is certain
that very high speeds will be obtained under ordinary circumstances, and that the
aerial navigation, provided a sufficient motive power be applied, must realize a
great progress, as rapidity of conveyance for freight and passengers.
1
TI
1004
A. MELVILLE CLARK.
By A. M. & Wm. Clark,
53, Chancery Lane, London,
Patent Agents.

page_text: COMPLETE SPECIFICATION.
Improvements in Apparatus for Aerial Navigation.
1, ALEXANDER MELVILLE CLARK, of the firm of A. M. and Wm. Clark, of
53, Chancery Lane, in the County of Middlesex, Fellow of the Institute of Patent
Agents, do hereby declare the nature of this Invention (a communication to me from
abroad by Amédée Mathurin Gabriel Sebillot, of 175, Rue de Courcelles, Paris,
France, Civil Engineer) and in what manner the same is to be performed, to be
particularly described and ascertained in and by the following statement:―
It is an undoubted fact that the use of light gases, such as hydrogen, or coal-gas,
cannot lead to a practical application of aerial vessels to the conveyance of passengers
or freight as these gases are liable to take fire or explode, and the use of fire on board
is consequently a permanent danger, it is therefore impossible to safely use steam or
hot air engines. As it is certain that the propulsion of aerial vessels requires a great
motive power in order to make head against strong winds, electricity is not available,
owing to the cost and weight of the machinery required for its production, and more-
over its use would not avoid the danger above referred to. On the other hand, light
gases are liable to escape through the fabric of the aerial vessel and must be replaced
frequently, and their cost would be enormous for large vessels. Aerial navigation
must therefore be based on quite a different principle, and the only safe and
economical one is the employment of atmospheric air dilated by heat. This is the
principle of the Balloon invented by Montgolfier in 1783, and it has been abandoned
owing to the danger of burning the inflammable balloon made of paper or cloth.
The principle of this Invention is widely different, as will be explained; and it is
based entirely on two main points ;
1st. To obtain the ascensional power by utilizing the waste heat escaping from the
motive engines, for dilating atmospheric air.
2nd. To construct the vessel of incombustible materials only, and in such way that
all parts of the metallic frame are in tension only, in order to admit of lightness of
construction.
Reference is to be had to the accompanying drawings forming part of this
specification in which figure 1 is a theoretical diagram of the system, illustrating the
principle of the Invention.
A is the body of the vessel, in the form of a cylinder terminated at each end by a
cone, the whole being constituted by an incombustible frame light enough to be lifted,
together with the load, by the ascensional power of the dilated air. B is a boiler, of
which the chimney discharges into the vessel all the hot gases of combustion, suitable
smokeless fuel being used. The gases escape freely by the pipes C C. The vessel is

page_text: propelled by the screw D and steered by the rudder E. It will be readily understood
that if sufficient heat is supplied from the furnaces to maintain the necessary
temperature within the vessel, the ascensional power will be obtained without any
extra cost, and therefore the expense of running will be merely that of the fuel for
the engines, besides the crew and maintenance of the vessel.
Having explained the general principle I will now proceed to give a full description
of an aerial vessel, navigable with safety, rapidity, and economy, for the conveyance
of passengers and freight to any amount. The vessel is supposed to be of large
capacity, such as would be necessary to travel, for instance, between England and
Central Africa, or any part of the Continent.
Figures 2 and 3 show a longitudinal elevation, and an underside view. The length
of the vessel is very great compared to its diameter, the fineness of the form being
even more necessary for an aerial vessel than for a sea-going steamer, owing to the
strong winds and the speed required. The conical ends are, therefore, very acute.
As the frame must, necessarily, be very light, and could not support heavy weights
at one point, the motive power is distributed over many points along the whole
structure.
as many
A B is the cylindrical part; A C, B D the conical ends of the body of the vessel.
Suspended therefrom, and extending from E to F, is a long and narrow platform on
which room is provided for engines, furnaces, and accomodation for supplies, freight
and passengers. G G G are as many sets of furnaces, engines and propellers in
order to distribute the weights equally along the entire length, there being
as twenty of these on a large vessel. Every set of engines being therefore, very
light, no great strain comes on any particular point, and the heat is moreover
distributed throughout the vessel, which admits of regulating and controlling the heat
at all points, and obtaining an equal buoyancy at every part, and of keeping the
vessel straight. The placing of the ongines at numerous points has the further
advantage of reducing the diameter of the propellers, the total height of the vessel
being thus reduced, the engines being able to run faster, and being so much lighter.
Owing to the great length available, the screw-propellers may be at such distances
apart as not to interfere with one another's action.
As before stated, the vessel must be constructed entirely of incombustible materials;
the question is to make a frame as light as possible, and at the same time strong
enough to stand on the ground without collapsing, and to sustain the pressure of tho
wind, and the resistance of the air. The frame is, therefore, constructed entirely of
the strongest possible metal, namely, steel, which is nickel-plated to prevent oxidation.
The principle of the structure is to make a succession of rigid frames according to a
given shape, represented here as circular; they are connected by a central beam
running from end to end. Each of these frames supports a part of the structure
below, where the heavy weights are concentrated. This arrangement is shewn by
figures 4 and 5, figure 4 being a longitudinal view of a section, and figure 5 a
transverse view of a frame. The central beam H is formed of four steel tubes
connected together by steel-ties; two cross-pieces I J are constructed in the same
way, making thus the backbone of the vessel. The circular shape is given by a steel
tube fixed to the ends of the cross-pieces which are stayed by the shrouds K K, L L.
On the shrouds K K, the circular tube is supported by the struts M M, another set
of shrouds N N allows of supporting the circular tube at more intermediate points.
The conical ends are similarly constructed, except that the diameter of the frames
gradually decreases, so as to terminate as a point.
In order to support the under structure, two sets of steel rods 000 are arranged
so as to support the weight at numerous points, these sets of rods produce an equal
distribution of the ascensional power at all points, and the corresponding parts of the
under structure are supported by the vertical steel rods P P P. In this way, the
beam and the under structure are supported at as many points as may be necessary to
avoid flexure. The under structure is represented as a floor Q supported as above
stated by the vertical rods P and also by the shrouds R R, and the vertical rods S S.

page_text: On the floor are the engines T T, and the boilers UU. If petroleum be used, it is
stored in the pipes V V which are part of the structure, wherefrom it is pumped for
feeding the furnaces. The lower casing or chamber X is used for freight and
passengers.
The metallic structure being now complete, it is covered with an envelope, both
incombustible and air-tight, strong enough to not yield to the pressure of the air, and
capable of retaining the internal heat. This is obtained by making the envelope of
wire cloth between two sheets of asbestos. Figures 6 and 7 shew the structure of the
envelope. As shewn in figure 6, the envelopes Y. Z. are duplex with an interval
between them filled with air, and some light and very much dilated wool, or cotton
filaments. The duplex envelope of metal and asbestos thus constituted is externally
covered with a very thin brass sheet to render the envelope waterproof and decrease
the loss of heat by radiation. The heat can thus be retained without great loss and
owing to the great motive power necessary for propulsion, the waste heat from the
engines is always in excess, the buoyancy of the vessel thus being always maintained.
This duplex envelope is supported by a set of steel wires running from end to end,
and on which the envelopes are fastened. The structure is then complete, and fire can
be applied without danger.
The engines will be built as light as possible and with air condensers, so as to
enable the same water to be used repeatedly, which is absolutely necessary, unless hot
air engines are used which will probably be the case at some future time. The
condensers can be combined with the structure by using tubes in the construction of
the floors and suspension rods.
It must be observed that there is nothing essential in the number of propellers
specified, and the way of using the materials for the purpose of making a light and
rigid aerial vessel, as well as the arrangements for the machinery can be varied in
many ways.
In describing numerous sets of engines, in order to make an equal distribution over
the entire length, and in illustrating a special way of building a light and strong
vessel, the Inveution is not limited to that particular arrangement, but extends to the
use of atmospheric air dilated by the waste heat, the use of incombustible materials
for the frame and envelopes, the use of metallic couples in which the metals are under
tension, whatever may be the alterations in the use of the above principles. Stability
is obtained to a great extent by the location of the weights on the lower part of the
vessel, and is increased by adding a movable structure underneath as shown in
figure 2. A platform a b in which merchandise and stores are kept, is sustained by
steel ropes d d d by which the platform can be lifted by steam cranes, the object of
such arrangement being to lower the centre of gravity and increase stability whereas
when the vessel is coming to land that platform can be raised in order not to increase
the height of the vessel above the ground. Furthermore, as longitudinal stability is
of great importance in aerial navigation, it is absolutely obtained under any circum-
stances by dividing the entire length into compartments by several partitions, so that
a different temperature can be kept in each compartment. It follows, that if the
vessel has a tendency to get out of the horizontal position, a ready remedy is applied
by increasing the heat in the corresponding compartment. This is illustrated in
figure 1. where the partitions F and G divide the length into three compartments. A
greater number can however be used, each compartment having its separate furnace,
so that the temperature can be raised at will in each. This gives a natural and
efficient means of steadily maintaining the horizontal position.
It only remains to add something as to the practicability of navigating such a
vessel, and of landing for loading, unloading, and repairing. When such a vessel is
on course of navigation, there is maintained inside a temperature sufficient to give
the ascensional power corresponding to a given height in the atmosphere. If the
temperature is raised, the buoyancy is also increased, and the vessel can go higher,
and seek in case of hurricanes for moderate zone. If the temperature is lowered,
the vessel comes down at the will of the Captain and in case of landing, it is lowered

page_text: to such a point that the buoyancy is a little less than the weight, the engines being,
at same time, worked astern or ahead, and steering for the intended spot. For
landing, loose ropes W W are provided which can be fastened aground and keep the
vessel in its intended place. Whilst stationary, the temperature is maintained at such
a degree, that a small part of the weight is supported on the ground. Thus the
vessel can lay in its place without any strain upon the structure, and the temperature
being nearly the same, the effects of dilatation are unchanged, by elevating the
temperature a little, the vessel is ready to start again. Of course, when landed, an
aerial vessel must be protected against strong winds. One of the ways to obtain that
result is shewn at figure 8, in which high buildings with high roofs are erected around
the landing place being used as stores and dwellings, as the organization of aerial
lines will involve large accommodation for commercial requirements.
This figure shews how the vessel stands when landed, lightly laying on its bottom
and anchored by a set of ropes.
Figure 9 represents a shelter shed for the aerial vessel constructed of two side
walls os pt, either of masonry or wood, upon which is supported a movable roof
made in two parts m n pivoted on axes at op on the tops of the walls. qr are weights,
for counter-balancing the weight of the roof.
When the vessel is to be started, the two parts of the roof are moved upon their
pivots at o p by means of the two cranes at st, so as to bring them to an upright
position and allow the aerial vessel to pass out freely. When the aerial vessel is at
rest, the roof is lowered, and the vessel is thus protected from wind and rain.
Since there is no longer any danger in using steam engines and fire, all these
questions of practical management of such vessels will be soon understood, and what-
ever may be their dimensions they will be easily controlled, owing to the enormous
motive power which must be used, in order to make speed, even against strong
winds.
The wind has often a speed of fifty miles an hour, and it is certain that very high
speeds will be obtained under ordinary circumstances, and that aerial navigation,
provided a sufficient motive power be applied, must realize a great progress as regards
rapidity of conveyance for freight and passengers.
As it is sometimes useful to raise the vessel to a greater height than can be attained
by heating the air, I make use of an arrangement which allows of additional
ascensional power being obtained, by the use of mechanical wings.
In this case, the screw propellers are partially or wholly stopped, and the steam
power is turned on to a set of cylinders a b, figures 10 and 11, acting on levers cc
attached to the wings d d.
These wings are made of a wood or iron frame divided into squares by lattice work,
and india rubber sheets are fixed on the bars, as shewn in Figure 12, in which the
full lines ef shew the position of the valves when in action, and the dotted lines e gf h
when raised.
Thus, when the wings are moved upwards, these sheets are forced to leave a free
passage to the air, and when they are moved downwards they are closed so that the
air acts on them with all its force.
Several of these sets of wings are distributed along the vessel in order to give a
large area.
The above arrangement is used in preference to the screw because the surface of the
wings acts as an inclined plane and opposes a smaller area to the air when the vessel
is in motion.
Having now particularly described and ascertained the nature of the said invention
and in what manner the same is to be performed I declare that what I claim is--
1. A system of aerial vessel filled with atmospheric air dilated by the waste heat
from the engines as herein described.
2. An aerial vessel built as herein described entirely of metal and incombustible
materials of a proper shape for obtaining high speed and going against the wind.

page_text: 3. The system of incombustible envelope for retaining the heat made of wire cloth
between two sheets of asbestos.
4. The system of building the vessel, so as to avoid flexure and dividing the weights
in order to distribute the strains on the structure.
5. The means of preserving perfect stability of the vessel by dividing it lengthwise
into compartments by partitions giving the facility to raise the temperature in each
of them, and the use of a movable weight underneath capable of being raised by
steam cranes for the same purpose as above described.
6. The means of raising the vessel by mechanical wings moved by special cylinders
as described.