Improvements in and relating to Aerial Vessels, and to Methods of Propelling and Controlling the same.
Year: 1895

page_text: Date of Application, 31st Dec., 1895-Accepted, 14th Mar., 1896
COMPLETE SPECIFICATION.
Improvements in and relating to Aerial Vessels, and to Methods of
Propelling and Controlling the same.
I, EDWARD JOEL PENNINGTON of the City and County of Racine and State
of Wisconsin, United States of America, Gentleman, do hereby declare the nature
of this invention and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement :-
This invention relates to the construction of aerial vessels designed to be impelled,
manoeuvred and steered by machinery, and having the necessary capacity for the
carrying of passengers and freight, and for making long voyages, the whole
structure being compact, strong, and adapted to overcome the chief obstacles
heretofore encountered in aerial navigation, viz., head winds, adverse currents and
ordinary atmospheric resistance.
In the accompanying drawing,
Figure 1 is a perspective view of one form of this aerial vessel.
Figure 2 is a side elevation partly in section.
Figure 3 is a plan.
Figure 4 is a transverse section on the line - Figure 2.
Figures 5 and 6 are enlarged detached details, as hereinafter explained.
Figure 7 is a perspective view of one form of the buoyancy chamber.
Figure 8 is a longitudinal section of the buoyancy chamber, showing a mode of
ŝubdividing it into compartments.
Figure 9 is a transverse section on the line aa of Figure 8.
Figure 10 is a similar section on the line y-y.
Figure 11 is a similar section showing a modification.
Figure 12 is a longitudinal section of the aft portion of the buoyancy chamber,
showing a form of bracing.
Figure 13 is a transverse section on the line a--a of Figure 12.
Figure 14 is a diagram illustrating a mode of filling the buoyancy chamber with
hydrogen gas.
Figure 15 is a similar view showing a modified mode of filling.
Figure 16 is a similar view showing a further modification in the method of
illing.
Figure 17 is a cross-section of the buoyancy chamber seen in Figure 16.
Figure 18 is a similar section illustrating a modification.
Figure 19 is a perspective view showing a modification in the construction of the
aerial vessel.
Figure 20 is an enlarged longitudinal section of Figure 19.
Figure 21 is a longitudinal section of the forward end of the buoyancy chamber,
showing the arrangement of the propelling or impelling machinery.
Figures 22 and 23 illustrate enlarged details of Figure 21.
Figure 24 is a perspective view showing a modification in the shape of the
buoyancy chamber.
Figure 25 is a longitudinal section showing an arrangement of reservoirs for
holding hydrogen gas for use in the propulsion of the vessel.
Figure 26 is a transverse section on the line a-x of Figure 25.
Figure 27 is an enlarged longitudinal section through a series of hydrogen gas
reservoirs in the plane y—y of Figure 25.

page_text: Figure 28 is a diagram showing the electrical connections for igniting the
explosive fluid used with the gas engine or motor.
Figure 29 is a longitudinal section of the forward end of the vessel showing a
fluid thrust bearing applied to the engine and propeller shaft.
Figures 30 and 31 are details, in perspective, of Figure 29.
Figure 32 is a side elevation of the aft end of the vessel showing the arrange-
ment of rudders.
Figure 33 is an enlarged plan view. of the upper rudder of Figure 32.
Figure 34 is an enlarged detail of the upper or vertical rudder.
Figure 35 is a similar enlarged detail of the lower or altitude rudder.
Figure 36 is an elevation, partly in section, showing the arrangement of devices
used in automatically regulating the movement of the vertical or upper rudder.
Figure 37 is an enlarged detail view of Figure 36, showing the compass and
certain of its connections.
Figure 38 is a diagram showing the relative positions of the electrical appliances
used with the vertical or upper rudder, when the vessel is on its predetermined
course.
Figures 39 and 40 are similar diagrams showing the relative positions of the
compass and its electrical adjuncts when the vessel is deflected from its course.
Figure 41 is an end elevation, partly in section, showing the arrangement of
devices used in automatically regulating the movement of the lower or altitude
rudder.
Figure 42 is an enlarged detail of Figure 41.
Figure 43 is a diagram showing the relative positions of the electrical appliances
used with the lower or altitude rudder, when the vessel is at its prescribed altitude.
Figures 44 and 45 are similar diagrams showing the variations of the barometric
index finger and its electrical adjuncts due to change in the altitude of the vessel.
Figure 46 is a view of a modified form of the buoyancy chamber or hull, in
which the lower car for passengers, freight, etc., is dispensed with, and the
compartments for such purposes are all contained within the hull of the vessel.
Figure 47 is a longitudinal section of Figure 46.
Figure 48 i3 a sectional plan.
Figure 49 is a transverse section on the line of Figure 47.
Figure 50 is a similar section on the line ww.
Figures 51 and 52 are cross sections indicating modifications in the location of
the reservoirs for storing hydrogen gas used in the propulsion of the vessel.
Figure 53 is a perspective view of the interior of a part of the car or a
compartment used in connection with the aerial vessel, and showing the furniture
used therewith.
Figure 54 is an enlarged view partly in section showing more particularly the
hollow construction of the furniture.
Similar letters and figures of reference indicate corresponding parts in the
respective views.
The hull or buoyancy chamber A of the vessel, generally, is of cigar shape, the
shell being made double, and the inner and outer skins, represented by a and b,
held apart, so that a space of uniform width is made between them, by bolts and
thimbles, as shown on enlarged scale in Figure 5, or by other suitable means.
The buoyancy chamber A, and most of its adjuncts and inferior parts, are
constructed of sheet aluminium, which possesses the necessary strength, lightness,
and toughness for the purpose required; although other suitable substances may
be employed. The space between the two skins of the buoyancy chamber is
gas-tight, and, by preference, filled with hydrogen gas.
Throughout the entire construction of this aerial vessel, wherever practicable,
hollow bodies are charged with a fluid lighter than atmospheric air, whereby
increased strength is obtained, with the least possible weight, and buoyant qualities
given as far as practicable to the whole structure and outfit. The edges of the
aeroplanes, fins, rudders and the like, may be beaded or rendered tubular, as seen
A

page_text: may
be
in Figure 6, to give increased strength. The buoyancy chamber A
undivided by partitions, or partitioned into sections and suitably braced. The
construction of the buoyancy chamber must be such as to give it the greatest
resistance against exterior air pressure, or against collapse by reason of the
presence within it of a fluid lighter than the atmosphere; and is preferably
sectional for the purpose of convenience, ease of transportation and repair.
As shown in Figure 8, the buoyancy chamber A is divided longitudinally into
sections 62, 63, 64, 65 and 66, each being complete in itself, and, independently of the
others, a sub-buoyancy chamber. Each section has at each of its ends a bulk-
head ; and between such bulkheads extend a series of radial partitions fo,
dividing each section 12, 13, etc., into a number of compartments, as shown in
Figures 10 and 11. The radial partitions f not only serve the purpose of dividing
the sections, but also that of bracing and sirengthening. Each section or sub-
buoyancy chamber, and each compartment of the same, is filled with a separate
body of hydrogen or other light gas. These compartments may be bi-sected, or
otherwise divided, by other partitions f. Figure 11. Each section 2, 3, etc.,
has, extending axially through it, a tubular way, f, so that, when the several
sections are united, the way 8 shall extend completely through the structure as
seen in Figures 8 and 12. The tubular way is formed of a series of cylinders,
each of the length of the section of which it forms a part. The tubular way,
apart from its purpose of assisting in the formation and strengthening of the
buoyancy chamber, constitutes a means whereby the interior of said chamber may
be reached for repairs or other purposes; and, may be provided with suitable
covered manholes leading to the several compartments. The several sections
are joined end to end at their bulkheads by any suitable means, as rivets, bolts, or
the like, and the various bulkheads and partitions flanged and riveted to their
supporting or supported surfaces in any known manner.
In Figures 12 and 13, the radial and other partitions dividing the sections into
compartments are omitted; and each section is provided with tubular braces_g',
extending from the tubular way to the skin of the buoyancy chamber. The
employment of tubular braces is preferred, but solid braces would be within the
scope of this invention. The number of tubular braces, and the mode of
attachment of the same to the walls of their respective sections or sub-buoyancy
chambers may be varied. The tubular braces may be used in connection
with the system of partitioning hereinabove set forth, as shown by " in
Figure 13.
In order to fill the buoyancy chamber, or any section thereof, with a fluid
lighter in specific gravity than atmospheric air, as hydrogen gas, without danger
of the collapse of the said chamber by external pressure during the operation of
filling, special means have been devised as follows: Figure 14 is a view of a
buoyancy chamber in the act of being filled with hydrogen gas. 1 is a hydrogen
gas reservoir, connected with the buoyancy chamber A by means of a pipe 4.
The hydrogen is made, and the reservoir 1 charged, in any suitable manner.
2 is a water pump connected to a source of supply by means of the pipe 5.
6 is the pump eduction pipe leading to the upper part of the buoyancy chamber A.
7 is a water over-flow at or near the bottom of the buoyancy chamber. The pipes 4
and 6 connect to the buoyancy chamber by means of detachable couplings 8; and
the overflow 7 and pipe 4 may be provided with stop cocks. The water pump.2
having been connected to the buoyancy chamber, and the pipe 4 disconnected so as
to permit the escape of air from said chamber, the latter must be filled with water,
the overflow 7 being, of course, closed. Connection must now be made between
the buoyancy chamber and the hydrogen gas reservoir 1 by means of the pipe 4,
and the overflow 7 opened; whereupon, as the water is displaced from. the
buoyancy chamber, the hydrogen gas will gradually take its place, until, the
water having been entirely removed, the whole of the chamber is occupied
by the gas. Instead of water, another fluid, if denser than atmospheric air, may
be used.

page_text: In Figure 15, is shown. another mode of effecting this result. The buoyancy
chamber A, or section thereof, is provided with an opening a having a detachable
cover a².
The whole interior of the buoyancy chamber, or section, is free from
braces or other obstructions. A is a flexible inflatable body of oil-silk, canvas,
or the like, which, when distended, will nicely fit or occupy the interior of the
buoyancy chamber A. A2 is a pump for filling the flexible body or receiver A¹
with atmospheric air, and 1 is the reservoir containing hydrogen gas. In operation,
the flexible receiver A1 is thrust through the opening a' in the buoyancy chamber.
its end projecting sufficiently to be attached to the pipe 8* leading to the pump A².
The receiver A¹ must now be pumped full of air, and made to occupy the entire
interior of the buoyancy chamber. As the receiver becomes distended, the air in
the buoyancy chamber is allowed to escape through the vent 9, which may be
closed by the cap 10 when necessary. The air having been expelled from the
buoyancy chamber and the air receiver A' caused to fit its interior, connection
must be made between the chamber and the hydrogen gas reservoir 1 by means of
the pipe 4 attached thereto, which, by preference, is connected to the sune vent 9
from which the atmospheric air was expelled. The flexible body or air receiver A
must now be disconnected from the pump A2, so that the air may be exhausted
from its interior, as desired. The hydrogen gas will begin to enter the. buoyancy
chamber simultaneously with the escape of the atmospheric air from the receiver A¹,
which action continues until the entire body of atmospheric air has been exhausted
from the receiver, and the entire buoyancy chamber has been filled with hydrogen
When the operation has been completed, the flexible air receiver must be
withdrawn through the opening a¹, and the buoyancy chamber sealed by closing
the said opening and vent 9.
gas.
In
Figures 16, 17 and 18, show a modified system of tubular bracing, and also a
mode of filling. The tubular braces g', in Figure 17, are shown as extending
from the outer skin of the buoyancy chamber to the tubular way 8. The outer
end of the tubular brace gl is open and adapted to be closed by a suitable cap
while the inner end of said brace, attached to the tubular way 18, is closed.
order to fill the buoyancy or sub-buoyancy chamber with hydrogen gas, the
chamber must first be filled with water by attaching the pipe and the pump to a
tubular brace by removing its cap a³, and the water pumped in will reach the
interior of the chamber through the aperture a of that brace to which the pump
is attached, it being understood that the caps of all other braces are in place.
The chamber having been filled with water, the pump must be detached, when the
same tubular brace may now be attached to the reservoir of hydrogen gas. One
of the caps of another tubular brace gl must now be removed, whereupon the
water will escape through that tubular brace, and the hydrogen gas enter by
reason of the displacement of the water. In Figure 17, the tubular braces are
connected with the tubular way f8, at which they are closed; while in Figure 18,
the tubular way is not shown, the braces being unbroken in length. Figure 17
shows the buoyancy or sub-buoyancy chamber with a double skin, the tubular
brace passing through the inner to the outer skin; while in Figure 18, said
chamber is shown constructed with but one skin. When the chamber is filled with
gas, the tubular braces will also be occupied by that Huid.
Returning to the construction of the buoyancy chamber and its parts,
B B represent the aeroplanes, consisting of planes extending from the two outer
sides of the buoyancy chamber, preferably at or near its axial line, although its
position thereto is unessential. C shows a vertical fin running longitudinally of
the upper part of the buoyancy chamber in the axial line thereof. The fin Č is
connected by hollow braces cc to the aeroplanes at the respective sides of the
buoyancy chamber. A fin C is similarly arranged at the under side of the
buoyancy chamber, but divided into two longitudinal sections by the car D. The
car D occupies a length equal to about half of that of the buoyancy chamber A,
and is suitably secured and braced thereto, and also to the aeroplanes; to the
latter by means of braces c c.

page_text: In Figure 19, instead of a lower fin, as above described, at each end of the car D, a
compartment is placed, which where it unites with the end of the car, is of equal width
therewith; but the said compartments as they approach the forward and aft ends,.
respectively, of the buoyancy chamber, gradually diminish in width until they
culminate at points at said ends of said chamber. The compartment at the aft end
of the car,
and which is designated by C³, may be utilized for storage purposes,.
while the corresponding compartment C³, at the forward end of the car, is in
communication with the latter, and from which a stairway or ladder g¹² reaches to
the room in which the gas engine, or other motor, is set up. The wedge-shaped
construction of the compartment C³ will tend to lessen the resistance of the vessel
in flight; and the rear compartment C2 is, preferably, given this construction to
Jessen the effect of eddies or currents which may be thrown around the buoyancy
chamber by the rotation of the propeller, and prevent the adverse action of side.
currents.
At each corner of the aeroplanes B is mounted, upon a vertical shaft d, a side
propeller E, driven by an electromotor A to which current is supplied by
batteries D2 placed in the room / situated below the car D. In order to provide
for the reception of the propellers E, the aeroplanes B have circular openings e,.
each concentric with the shaft of the propeller adapted to revolve therein. The
shaft of each of the side propellers E to which the shaft or spindle of the electr...
motor A is secured, has one bearing above and one below the aeroplane, which.
bearings are suitably braced to the latter. The object of the side propellers E is
to raise and lower the vessel; and they may be arranged for conjoint or independe it
action.
In aerial navigation, it is necessary that the vessel shall be so constructed as to
turn to the wind in the same manner that an ordinary weather vane acts with
reference to the currents blowing upon it; and an aerial vessel, particularly of the
construction herein shown, in which the buoyancy chamber A is of greater diameter
at its longitudinal centre than at its ends, will, if the area of its surface exposed to
the air currents is greater aft of said centre than forward of it, form a vane, and
partake of the movements of a vane when played upon by currents of air. In order
to give increased surface aft, the upper or vertical plane rudder G (hereinafter
more particularly described) is provided with an extended superficial area, whereby
the vessel is held to the wind, and its manoeuvring, handling and landing readily
accomplished. This special shape or construction of buoyancy chamber or its parts
may be departed from, provided that the entire aerial vessel shall have greater
superficial area of surface aft of the longitudinal centre than forward of it.
At the forward end or prow of the buoyancy chamber A, is placed the main
propeller, fan or air rarefier F. This is mounted upon a shaft g, adapted to revolve.
in bearings f³, Figures 21 and 29. The forward bulkhead fis arranged a short
distance aft of the prow of the buoyancy chamber, forming a compartment within
which the shaft y extends, and within which also is placed the gas or other engine F¹..
The shaft is preferably made of aluminium, and is shown (Figure 22) as having a
bell-shaped mouth 92. The propeller F is secured to the shaft 9 at some distance
to the rear of the outer end thereof. The hub of the propeller F abuts.
against a suitable bearing at the prow, and the shaft g is given collars or thrust
bearing. 9. The shaft is provided at its bearing points with steel collars 10,
shrunk thereon, which rest in the boxes of the bearings, thus preventing wear.
The main propeller F, also, by preference, made of aluminium, is constructed as.
shown in Figures 2, 20, 23 and 29; that is to say, it is made hollow, its plates being
secured together by rivets and thimbles, or other means. The propeller, which in
the larger type of vessels will be of considerable diameter, must be made with the
requisite lightness and strength; and the mode of construction herein shown has
proven the best for the purpose. The shaft g is projected beyond the propeller to
enable the latter to be secured thereto by means of braces, wires or metallic ropes g*,
to brace it against the action of the atmosphere, or centrifugal force. The bell-.
shaped mouth of the hollow shaft serves to gather and direct the air into the

page_text: interior of the shaft, and thence to the compartment in which the engine is set up;
the air serving to cool the compartment and the engine and its bearings.
Openings gare made in the compartment for the escape of air. As stated, the
motor is, preferably, a gas engine, the motive fluid being a mixture of atmospheric
air and hydrogen gas. The hydrogen is stored in the reservoir I, Figures 2, 4
and 20 attached to the buoyancy chamber; while the atmospheric air, necessary to
be mixed with the hydrogen to form the explosive fluid, may be received from the
exterior of the vessel through the hollow shaft or otherwise.
In order that the supply of hydrogen may be consumed without changing the
weight of the vessel itself, so that its equipoise-that is to say, the identity of its
specific gravity with that of the atmosphere with which it is surrounded may not
be disturbed, the following method and the construction shown in Figures 25, 26
and 27 are used. The gas reservoir is here shown located between the buoyancy
chamber and the car, although it may be otherwise placed; and is divided
transversely by partitions into independent reservoirs i. These reservoirs may be
of any desired number; and, instead of running transversely of the main reservoir,
may extend longitudinally thereof, or otherwise. Leading to the engine room is
the main gas pipe ; and air being mixed with gas, the united fluids are admitted
to the engine.
The proportion of air used may be regulated by means of a cock.
To each independent reservoir i (see Figure 27) is attached a pipe 7, the several
pipes lead to the main pipe . Each pipe is provided with a cock 8 by means of
which communication may be shut off between each independent reservoir i and the
main pipe, or communication made therewith. Each independent reservoir i is
furnished with an air inlet pipe i, controlled by a cock. For convenience, each of
the cocks may be operated from a point at or near the engine room, and made to
communicate with its reservoir i by the pipe leading back thereto. Supposing that
each independent reservoir i has been charged with hydrogen gas compressed to
such density as will bring it to about the same specific gravity as the atmosphere,
it will be seen that as the compressed gas is exhausted from, say the first independent
reservoir, for the production of the motive fluid, and its place allowed to be taken
by the atmosphere, the weight of the aerial vessel after such substitution of air for
gas is restored to normal, which would not be the case were the hydrogen from a
large reservoir undivided into sections. By the use of hydrogen gas as a fuel, no
weight is added to the ship; and by providing for the substitution of a body of air
of the same specific gravity as that of the gas itself, no diminution in weight as the
gas is used, and consequently no change in the buoyancy of the vessel, result from
the consumption of the gas.
The mixture of air and gas is admitted to one end of each of the cylinders of the
engine (a motor of the multiple-cylinder type being preferred) and ignited by an
electric spark. As shown in the diagram, Figure 28, the engine is one of the four-
cylinder class, the pistons N8 being suitably connected to the crank pin by rods Nº.
In each cylinder head n is a central opening into which is screwed a perforated
insulating substance m12. Figure 28 shows the electrical connections whereby the
ignition of the fluid behind each piston is effected, the wires 2 and 3 completing the
circuit through whichever cylinder is at the moment to do useful work. The wires 22
branch from the main wire 10; and each extends through the insulating substance m¹2
of one of the cylinders; each piston N8 having at its outer end a spring contact ill
which acts in connection with a similar contact 12 on the end of one of the igniting
wires 2. On bringing any pair of contacts 1 and 2 together a circuit is closed, a
brush resting upon the engine shaft, and being connected with the wire 3
attached to the battery. The contact points of the other cylinders being separated,
the circuit is only closed through that cylinder having the meeting contacts, and
upon their separation a spark is produced, and the charge of gas fired. This
action for each cylinder is timed by the operation of the valve-gearing, as will be
understood.
The main propeller F is so constructed, as to be capable, when in revolution, of
producing a partial vacuum, or of rarefying the atmosphere ahead of the vessel,

page_text: In
so that the propulsion is not effected, as is common in navigation:by sea vessels, by
a thrust against which the propeller acts, but by the excess of pressure in the rear;
of the vessel, due to the production of a partial vacuum, or the rarefying of the air
ahead. The blades of the propeller Fare given a certain curvature, and their
diameter is preferably equal to, or exceeding, that of the buoyancy chamber.
operation, the propeller is given rapid rotation by means of the motor, its blades f
serving to turn aside and divert the boily of air standing in the direction in which
the vessel is to move; and also, by reason of their curvature, to throw the
encountered atmosphere over and about the body of the buoyancy chamber. This
displacement of air creates a partial or relative vacuum forward of the buoyancy
chamber, allowing it to be driven forward with greater or lesser speed, pro-
portionate to the action of the propeller by the impact of the denser air in the rear
of the vessel. In order to gain the full effect of this mode of propulsion, it is
necessary that the currents of air displaced by the propeller shall be thrown back,
to a point in the length of the buoyancy chamber at which it attains its greatest
diameter or transverse area; and also shall be divided longitudinally of said
chamber and in the direction of travel, to prevent oscillation and to give steadiness
to the vessel when in flight. The upper and lower fins and the aeroplanes hold the
vessel against rolling, and tend to prevent the body of air discharged around
the buoyancy chamber from imparting to it a circular or whirling motion. The
discharge of the current or body of air over and about the buoyancy chamber has
also the effect of diverting and destroying the force of side currents which, other-
wise, as encountered, would have a tendency to turn the vessel from her course;
for, as the propeller F revolves at a high speed, the air is discharged from it and
thrust backward by its blades over and about the buoyancy chainber with greater
velocity than can be attained by any side currents of air which it may encounter,
the result being that they are united with the artificial current produced, and that
their power against the vessel is materially broken. The displacement of the
air at the forward end of the vessel, and the artificial current produced,
prevent rain and. snow from beating and settling upon the vessel when in
movement.
In that construction of the buoyancy chamber in which the forward end or prow
is of smaller diameter than the aft end, the space intended for the occupancy of
the motor is necessarily contracted in size; and with the view of obtaining
increased capacity the construction shown in Figure 24 has been devised, in which,
while the greatest diameter or transverse arca is at the longitudinal centre, the
stem or forward end of the buoyancy chamber is of greater diameter than the aft
end. The propeller F is made of a diameter equal to or greater than the greatest
diameter of the buoyancy chamber.
To provide an effective air cushion or thrust-bearing which shall admit of a high
speed of the propeller shaft without producing unnecessary friction or wear, and
to obtain greater effectiveness than is possible by the use of an ordinary or rigid
thrust-bearing; a fluid thrust bearing, shown in Figures 29, 30 and 31, is used,
and which is described as follows: Upon a bearing pedestal or journal box f³ of
the propeller shaft, there is mounted or secured a cylinder N, shown in perspective
in Figure 30. The end of the cylinder adj. ining the journal box is open, and
receives a metallic collar k. Surrounding the shaft g, and resting within the
cylinder N, are two fibre washers and 2, Figure 31. In the rear of the pedestal
or journal box f2 is placed, upon the shaft g, an eccentric, cam, or other suitable
device k, by means of which the pump k is operated. The pump is provided with
a pipe which leads to the interior of the cylinder N forward of the collar k
mounted upon the shaft. The revolution of the propeller F produces an outward
thrust, or more properly a pull, upon the shaft g; and to cushion against this pull
or thrust, the space between the collar k and the head of the cylinder, or more
strictly between the fibre washers and 2, is filled with air or other fluid forced
therein by means of the pump k through the. pipe k. The fact that the pump.is
driven from the propeller shaft causes the compression of fluid within the cylinder

page_text: to be proportioned to the speed of the shaft, and consequently to the pull or thrust
thereof. The fibre washers k and k² also serve the purpose of preventing the
contact of metallic surfaces, should any failure in the production or maintenance of
the fluid cushion allow the washers to come together. Any kind of a pump may
be employed, as direct acting, rotary, etc. A safety valve or escape pipe k is
placed in the eduction pipe of the pump, and automatically operated from the
shaft 9, to guard against over-pressure. The engine is given such construction
as will allow it to be moved slightly out of line without disarrangement of parts.
Referring more particularly to Figures 32, 33 and 34, at the aft end of the
hull or buoyancy chamber A is a rudder G standing in a vertical plane and
hinged at its inner end to the buoyancy chamber and the vertical fin C. The
purpose of the rudder G is that of the ordinary rudder used in steering sea
vessels. His what may be termed the altitude rudder, which normally rests in
a horizontal plane, being hinged to the aft end of the buoyancy chamber as
shown. The rudders G and H are cach, preferably, made of sheet aluminium
of double thickness, whereby a hollow chamber is formed for the occupancy of
hydrogen gas, or other light fluid. The edges of each rudder are preferably
beaded as shown by a', the sheets composing the rudders being united by solder,
rivets, or other means, and interiorly braced as may be necessary to give the
desired strength. Brackets are secured to the alt end of the buoyancy
chamber A and enclosed by the side sheets of the rudder G are plates or
straps a', at the outer end of each of which is an eye a³. The straps a' are
adapted to rest upon the brackets a, which are also provided with corresponding
eyes at their outer ends. A bolt or shaft a³ passes through the respective straps
and brackets a and a, being secured by pins or other suitable means, whereby
the shaft a shall be rigid with the rudder, yet free to turn or swing in the
brackets a. Struts a extend from the straps a', from which braces a extend
to the outer edge of the rudder G to give it increased rigidity. At the lower
end of the shalt a is keyed a balf worm or worm segment B' shown more
particularly in Figures 33 and 34, having teeth of fine pitch. The half-worm
wheel B is revolved by means of a worm pinion B³, forming part of an
electromotor A³ preferably secured in brackets to the aft end of the buoyancy
.chamber.
are
In the forward part of the car D is placed, upon a stand or table 67, a compass D¹,
Figure 36. The magnetic needle 68, of the compass, tends, of course, to point due
.north. In Figure 37, which is a view of the compass and its attendant parts, the
needle is shown mounted upon the stem 6, to which is attached a cylindrical circuit
controllere having insulators 19 to 24 inclusive; the said controller being free to
revolve with the needle as it deviates to indicate changes or deviations of the vessel
from its established course. The needle and its stem 69 are insulated from the
circuit controller c¹ by the non-conducting cylinder e, resting within the latter.
The compass used may be of ordinary character. Upon the table or stand
secured four binding posts or connectors c³, c, c, c, having, respectively, the
contacts or brushes.d³, d, a³, à³. To the binding posts or connectors c³, c', are
affixed insulated wires 13, 14, which lead to the storage batteries D², placed in
the room, below the car D. The binding posts or connectors c, c, receive
the insulated wires 15 and 16 which lead to the binding posts 17 and 18 of the
electromotor A³. The contacts or brushes d³, d, d³ and d project to within a
minute distance of the periphery of the circuit controller c'. As shown in
Figure 38, the current will not pass to the electromotor A³ from the fact that the
brushes do and de rest upon the insulators 21 and 23 respectively. But upon the
deviation of the vessel from its prescribed course the positions of the circuit
controller c (guided by the compass needle) and the brushes d' and do, respectively,
are changed, and both of said brushes are brought in contact with the circuit
controller, whereupon, as will be understood from Figure 39, the current will pass
from the battery to one pole of the electromotor A3, and the rudder G through the
medium of the worm gear to be turned. A deviation of the vessel in the other

page_text: direction will cause the brushes d³ and do to make such contact with the circuit
controller as shall send the current to the other pole of the electromotor, when,
through the agency of the worm gear, an opposite movement will be given to the
rudder. See Figure 40. The circuit controller may be adjusted radially so as
to provide for any course of the vessel desired to be taken. The special devices
shown for changing or reversing the current admit of modification within this
invention. The current may, if preferred, be obtained from a dynamo instead of
from storage batteries. This electrical and automatic steering device may, it is
obvious, be used in connection with an independent hand-steering device.
The lower or altitude rudder H, shown more especially in Figures 32, 25, 41
and 42, is constructed in substantially the same way as the upper or vertical plane
rudder G, and secured to the buoyancy chamber in a similar manner, except that
it rests in a horizontal position and its worm-wheel B³ is placed centrally of the
length of its bolt or shaft a", adapting the rudder to vibrate in a vertical instead of
a horizontal plane. A separate electromotor A is used to shift the altitude
rudder, its worm pinion being shown by B.
The revolutions in either direction of either worm pinion B² or B* will cause the
rotation of its half-worm wheel B' or B³, and the consequent vibration of the
rudder G or H. The movement of either rudder will never be sufficient to cause
the teeth of its half-worm wheel to become disengaged from its pinion, but the
construction need not be limited to a segment the periphery of which shall be
comprised in a half circle; and a length of toothed surface less than that, if found
sufficient, would be within this invention. The tendency of the engagement of the
worm gear is, when the pinion is stationary, to lock either rudder, the upper one
against side vibration and the latter one against up or down movement.
The
movement of each rudder is effected in either of its directions by the direction given
to the pinion of its attached electromotor, as will be readily understood.
The lower or altitude rudder H also adapted to be automatically operated so that
a departure of the vessel from its prescribed height from earth, shall be corrected
without manual aid; and in order to effect this result there is employed, instead of
a compass as used with the upper or vertical plane rudder, a barometer or other
instrument indicating variations in atmospheric pressure, which instrument shall
give such direction to the electromotor acting upon the altitude rudder, as to cause
the vessel, when it shall have deviated from the required altitude, to be brought
back thereto. The barometer, indicated by D, Figure 41, may be of any suitable
construction. In Figures 43, 44 and 45, a barometer is shown in outline, having an
index finger 8 corresponding in its action to the needle of the compass used for the
upper or vertical plane rudder, and it is therefore given the same letter of reference.
An ordinary mercurial barometer might, however, be used. The index finger 68 is
mounted upon a stem 6, to which is attached the electrical circuit controller c' (it
and its various connections, in consequence of their having the same functions as the
corresponding parts of the compass, being given letters and figures of reference
identical with those given to said parts), having the insulators 19 to 24 inclusive;
the said controller being free to revolve with the finger as its movements are
affected by variations of atmospheric pressure. The index finger 68 and its stem b
are, as in the case of the compass, Figure 37, insulated from the circuit controller
by a non-conducting cylinder. The barometer is arranged upon the slab or
support secured to the wall of the car. The deviation of the vessel from its
prescribed altitude acts, through the medium of the index finger 68, in the manner
described with reference to the upper or vertical plane rudder, to change the
direction of the current to the electromotor A', and thus give the required up and
down movement to the altitude rudder.
It is proposed to heat the car, the various cabins, state rooms, etc., by electric
heaters, and to make and break the circuits in which the heaters are included by
the rise and fall of temperature through the agency of thermometers. The cooling
and ventilating may be automatically controlled in the same manner.
:

page_text: In Figures 46 to 52 inclusive, is shown a construction designed to dispense with
any car, chamber or other receptacle or reservoir suspended from or attached
exteriorly of the buoyancy chamber, and to substitute therefor compartments
within the buoyancy chamber itself for the use of passengers, freight, fuel, etc.
The general exterior shape of the hull is preferably that of a cigar, except that the
forward end is of greater diameter than the aft end, corresponding in this respect
with the construction of Figure 24. The buoyancy chamber is here styled a "hull,"
inasmuch as in it are included all the various compartments or chambers for
passengers, freight, machinery, etc., which in the other form of this invention,
hereinabove described, are exterior of the buoyancy chamber, and, in a measure,
independent thereof. With the hull are used the aeroplanes, upper and lower fins,
vertical plane and altitude rudders, the forward and side propellers, and other
elementary features entering into the air-ship. A passage-way or aisle e¹ runs
longitudinally of the hull, on either side of which aisle are arranged the various
rooms or compartments e². At the forward end of the hull is the engine room e³;
and a cabin, library, smoking room, kitchen, etc., may also, if desired, be arranged
forward. From the engine room, the steering and general management of the
vessel may be directed. The dimensions of the hull may vary to a great extent,
and in its construction three considerations are to be borne in mind, viz.: the hull
must contain the necessary compartments, saloons, etc., for the passengers, and
space for freight and machinery; a reservoir or reservoirs for the hydrogen or
other gas used in the propulsion of the vessel; and means for communication and
for ingress and egress throughout the various parts of the hull by passage-ways,
aisles, etc. As seen in Figures 46, 47, 48 and 52, the side rooms or compartments e²
may be lighted and ventilated by windows 2 opening to the outer air. In Figures 50
and 52, the gas reservoirs, shown by 1, are arranged below the side rooms or
compartments 2 and bounded by the outline of the hull. In Figure 51, the gas
reservoirs I are situated at the outer ends of the series of rooms or compartments e²,
being of equal height therewith. The location of the gas reservoir or reservoirs
is not arbitrary, provided it or they be enclosed within the hull proper.
greater part of the height of the rooms or compartments e² and gas reservoirs
I will, preferably, be somewhat below the horizontal centre of the hull,
to aid in ballasting. In general all weight will be so distributed. As shown
in Figures 47 and 50, communication may be had by means of stairs g¹³ between
one or more rooms or compartments e, and the aeroplanes B through doors or
windows and the aeroplanes used for promenade purposes. Due care, would, how-
ever, be necessary in such case and a judicious distribution of weight required to
prevent the careening over of the vessel. The aeroplanes, as well as the circular
openings e in which the side propellers E run, may be railed as shown by e in
Figures 46, 49 and 50. In ships of large size, the space el here shown as the
central aisle may be widened and used as a main saloon.
The
The seats, chairs and other articles of furniture used in this air ship are made of
greater than ordinary bulk, and of thin sheets of aluminium, soldered or otherwise
secured together, as to give them the necessary shape and hollow character. By
such increase of bulk and hollow construction, the necessary strength is given; and
to decrease, as much as possible, the weight of the article of furniture, the air is
withdrawn from its interior, and a fluid of lighter specific gravity, as for instance
hydrogen gas, substituted therefor. The articles of furniture thus forms a closed
chamber; but, to give additional strength, it may be divided into two or more
chambers. A seat or chair thus constructed possesses a certain amount of
elasticity insuring the comfort of the occupant. In Figures 53 and 54 is shown a
chair M; but it is to be understood that the same principle of construction may be
applied to any article of furniture or fitting employed upon the aerial vessel,
immovable or movable, as for instance, sleeping berths, doors, framing, etc.
Cushions, foot-stools, etc., M', preferably made of rubber, may also, for the purpose
of lightness, be filled with hydrogen gas.

page_text: Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is.:-
1. In an aerial vessel, a buoyancy chamber combined with a longitudinal fin
projecting vertically from its back or upper portion, and aeroplanes extending in a
horizontal plane from the sides of said chamber, substantially as described.
2. In an aerial vessel, a buoyancy chamber, practically of cigar-shape, combined
with a longitudinal fin projecting vertically from its back or upper portion, and
aeroplanes extending in a horizontal plane from the sides of said chamber.
substantially as described.
3. In an aerial vessel, a buoyancy chamber having an inner and an outer skin
held apart whereby a space is formed between the skins, substantially as
described.
4. In an aerial vessel, a buoyancy chamber practically of cigar-shape, consisting
of an inner and an outer skin suitably secured together and separated, whereby
a space is formed between them for the occupancy of a fluid, substantially as
described.
5. In an aerial vessel, having a buoyancy chamber, fins and aeroplanes, each
main part of said vessel being constructed of double skins, suitably secured and
braced together, whereby spaces are formed between said skins for the occupancy
of a fluid, substantially as described.
6. In an aerial vessel, a buoyancy chamber combined with a longitudinal fin
projecting vertically from its back or outer portion, aeroplanes projecting in a
horizontal plane from the sides of said chamber a car rigidly secured to the under-
side of the said buoyancy chamber, and fins extending longitudinally of the
underside of the buoyancy chamber and uniting with the car, substantially as
described.
7. In an aerial vessel, a buoyancy chamber having a longitudinal fin projecting
vertically from its back or upper portion, aeroplanes projecting in a horizontal
plane from the sides of said chamber, a car rigidly secured at the underside of
said chamber, a fin projecting vertically from the underside of said chamber and
connecting with the car, a propeller at the forward end or prow of said chamber, a
rudder hinged in a vertical plane at the aft end of the said chamber, a rudder
hinged in a horizontal plane also at the aft end of said chamber, side propellers
adapted to revolve in or about the plane of the aeroplanes, and suitable machinery
for revolving the main propeller and the side propellers, substantially as
described.
8. In an aerial vessel, a buoyancy chamber practically of cigar-shape, combined
with aeroplanes projecting in a horizontal plane from the sides thereof, propellers
adapted to revolve in or about the plane of said aeroplanes and suitable machinery
for driving said side propellers, substantially as described.
9. A. buoyancy chamber for an aerial vessel, formed in longitudinal sections,
each independent of the others and constituting in itself a sub-buoyancy chamber,
substantially as set forth.
10. A buoyancy chamber for an aerial vessel, formed in longitudinal sections,
each being divided into compartments, the several sections or sub-buoyancy
chambers being joined or united into one structure, substantially as set forth.
11. A buoyancy chamber for an aerial vessel, formed in independent sections,
each having an interior tubular way extending longitudinally through it, said
sections being united into one structure, substantially as set forth.
12. A buoyancy chamber for an aerial vessel, formed in independent sections,
each having an interior tubular way extending longitudinally through it and
provided with man-holes, said sections being united into one structure, whereby an
interior passageway is formed throughout its entire length, and communication may
be had with its interior, substantially as set forth.
13. A buoyancy chamber for an aerial vessel, practically of cigar-shape, formed

page_text: in longitudinal sections, each independent of the others and constituting in itself a
sub-buoyancy chamber, each section being radially divided by partitions into
compartments, substantially as set forth.
14. A buoyancy chamber for an aerial vessel practically of cigar-shape, formed
in longitudinal sections, each being radially divided by partitions into compart-
ments, and having a tubular way extending axially through it, the several sections
being united end to end into one structure, substantially as set forth.
15. A buoyancy chamber for an aerial vessel, formed in longitudinal sections,
each section being radially divided by partitions into compartments, and each
compartment divided longitudinally by partitions, substantially as set forth.
16. A buoyancy chamber for an aerial vessel, formed in longitudinal sections,
each section being radially divided by partitions into compartiments, and each
compartment transversely divided by partitions, each of said sections being
further provided with a tubular way extending longitudinally through it, the
said sections being united end to end into one structure, substantially as set forth.
17. A buoyancy chamber for an aerial vessel, formed in independent but
connected longitudinal sections, each having an interior tubular way extending
axially through it and each being provided with tubular braces extending from
said tubular way to the walls of the section, substantially as set forth.
18. The hereinbefore described method of charging a vessel or chamber with a
gas or fluid lighter than atmospheric air, the same consisting of filling said vessel
or chamber with water, or other fluid denser than atmospheric air, and at the
same time expelling therefrom the atmospheric air, then connecting said chamber
with a reservoir containing the lighter gas, and allowing the denser fluid to
escape simultaneously with the entrance of the lighter gas, substantially as set
forth.
19. A chamber to be filled with a gas or fluid lighter than atmospheric air,
having inducts and an educt or overflow, as described combined with means for
charging said chamber with a fluid denser than atmospheric air, and with a
reservoir containing the lighter gas, substantially as set forth.
20. A chamber to be filled with a fluid lighter than atmospheric air, having an
educt or overflow provided with a stop cock, and inducts for a gas or fluid denser
than atmospheric air and a lighter gas, respectively, the induct for the latter
having a stop cock, combined with means for injecting or admitting to said
chamber the denser fluid, a reservoir for holding the lighter fluid, and pipe
connections, substantially as set forth.
21. The herein described method of filling the buoyancy chamber of an aerial
vessel, or a section thereof, or sub-buoyancy chamber, the same consisting in
inserting within the said chamber a flexible, inflatable body or air-receiver, filling
said receiver with atmospheric air and simultaneously expelling the atmospheric
air from the chamber, admitting hydrogen gas, or other fluid lighter than air, to
the chamber, simultaneously with such admission, allowing the escape of the
atmospheric air from the flexible receiver, withdrawing the flexible receiver, and
sealing the chamber, substantially as set forth.
22. In combination with the buoyancy or sub-buoyancy chamber of an aerial
vessel, an interior tubular brace extending to the outer skin of said chamber
and having its outer end open and adapted to be closed by a cap, said tubular
brace having an aperture leading from its interior to the interior of the chamber,
substantially as set forth.
23. In combination with the buoyancy or sub-buoyancy chamber of an aerial
vessel, a system of interior tubular braces, the interior of said braces being
connected with the outer air and with the interior of the chamber, substantially as
set forth.
24. In combination with the buoyancy or sub-buoyancy chamber of an aerial
vessel, a system of tubular braces having apertures leading from the interior of
said braces to the interior of the chamber, and provided with caps for closing the
outer ends of said braces, substantially as set forth.

page_text: 25. In an aerial vessel, a buoyancy chamber having a car secured at its under
side, combined with compartments uniting with the respective ends of the car,
having, at the points of union with said car, a width substantially equal to that of
the car but diminishing in width as they approach the respective ends of the
buoyancy chamber, substantially as set forth.
26. In an aerial vessel, a buoyancy chamber having a forward motor room
separated from the rest of the interior of said buoyancy chamber by means of a
bulkhead, the said buoyancy chamber having a car secured thereto, combined
with a compartment uniting with the forward end of the car and of a width, where
uniting with the car, substantially equal to that of the car, but diminishing in
width as it approaches the forward end of the buoyancy chamber, said compartment.
serving as a means of communication between the car and the motor room,.
substantially as set forth.
27. A vessel for aerial navigation having aft of its longitudinal centre a greater
superficial area of surface for exposure to the currents of air than exists forward
of that centre, whereby the vessel shall be held to the wind as a weather-vane,.
substantially as set forth.
28. The method herein described of propelling or impelling forward an aerial
vessel, the same consisting in displacing or rarefying a body of air in the line of
the movement of the vessel, throwing or discharging said air over, around and
about the buoyancy chamber thereof to or near the point of its greatest transverse
area, whereby resistance to the propelling action of the denser atmosphere aft of
the vessel is avoided, substantially as set forth.
29. The method herein described of propelling or impelling an aerial vessel and
steadying it in flight, the same consisting in displacing or rarefying a body of air
in the line of the movement of the vessel, throwing or discharging said body of air
over, around and about the buoyancy chamber of said vessel to or near the point
of its greatest transverse area, and dividing the current, so thrown backward,
vertically and horizontally so as to destroy the whirling effect thereof upon the
vessel, substantially as set forth.
30. The method herein described of destroying and neutralizing the effect of
side winds upon an aerial vessel when in flight, the same consisting in throwing a
current of air back upon and about the buoyancy chamber thereof, to a point at or
near that of its greatest transverse area, with a velocity greater than that which
may be attained by such side currents, whereby they shall be united with the
artificial current thrown backward and their course diverted and power broken,.
substantially as set forth.
31. In combination with the buoyancy chamber of an aerial vessel, a hollow
shaft mounted in bearings at the prow thereof and axially of said chamber, a
bulkhead in the rear of said shaft, a motor connected to said shaft forward of
the bulkhead, and a main propeller mounted upon the said shaft, substantially as
set forth.
32. In combination with the buoyancy chamber of an aerial vessel a shaft.
mounted in bearings at the prow thereof axially of said chamber and extending.
forward of said prow, and a propeller mounted on said shaft in the rear of the
outer end thereof and braced thereto, substantially as set forth.
33. In combination with the buoyancy chamber of an aerial vessel, a shaft.
mounted in bearings axially of said buoyancy chamber, a motor placed in the-
forward end of said chamber, and a propeller mounted on said shaft, substantially
as set forth.
34. A propeller for an aerial vessel, made hollow, the same being suitably
interiorly braced and filled with hydrogen gas, or other fluid lighter than
atmospheric air, substantially as set forth.
35. A shaft made of aluminum, or other metal, having similar qualities,.
provided with steel bearing surfaces shrunk thereon, substantially as set forth.
36. A propeller for an aerial vessel, made hollow and of aluminum, the same
being suitably braced interiorly and filled with a fluid lighter than atmospheric air,.

page_text: combined with a shaft and suitable braces extending from the latter to the
propeller, substantially as set forth.
37. A motor, a shaft and a propeller mounted thereon, the shaft extending
beyond the propeller, combined with bearings for the shaft and braces extending
from the outer end of the shaft to the propeller, substantially as set forth.
38. The buoyancy chamber of an aerial vessel, having a bulkhead forming a
forward compartiment, the latter having air vents, a motor within said compartment,
a hollow shaft connected with the motor and supported by bearings within the
compartment, and a propeller mounted on the shaft outside the buoyancy chamber,
all combined substantially as set forth.
39. The combination in a buoyancy chamber of an aerial vessel, of a forward
compartment having air vents and a hollow shaft supported in bearings within the
compartment, said shaft serving to support the operating propeller and to admit
atmospheric air to the compartment, substantially as set forth.
40. The combination in the buoyancy chamber of an aerial vessel, of a forward
compartment having air vents, and a bell-mouthed hollow shaft supported in
bearings within the compartment, said shaft serving to support the operating
propeller and to collect and admit atmospheric air to the forward compartment,
substantially as set forth.
41. In an aerial vessel, the combination of a buoyancy chamber and a gas
reservoir, substantially as set forth.
42. In an aerial vessel, the combination of a buoyancy chamber, a gas reservoir,
and means for conveying or distributing the gas to the motor, substantially as set
forth.
43. In an aerial vessel, the combination of a buoyancy chamber, a gas reservoir
divided into sections, a main pipe, and a series of branch pipes leading from the
several sections to the main pipe, substantially as set forth.
44. In an aerial vessel, the combination of a buoyancy chamber, a gas reservoir
divided into sections, a main, gas-pipe, a series of branch pipes connecting the
several sections of the gas reservoir with the main pipe, and means for separately
controlling the passage of gas from each section of the reservoir to the main pipe,
substantially as set forth.
45. In an aerial vessel, the combination of a buoyancy chamber, a gas reservoir,
a pipe leading therefrom for connection to a motor, and an air-inlet pipe for
admitting the atmosphere to the reservoir after the exhaustion of hydrogen
therefrom, substantially as set forth.
46. The within described method of storing and using compressed gas as a
constituent element in the fuel for the motor of an aerial vessel, the same
consisting in discharging to the motor a body of the compressed gas, and thereafter
substituting for said body an equivalent body of atmospheric air, whereby the
equipoise of the vessel shall be undisturbed, substantially as set forth.
47. The within described method of storing and using gas as a constituent
element in the fuel for the motor of an aerial vessel, the same consisting in
compressing gas to about the density of the atmosphere, discharging said com-
pressed gas to the motor, and substituting for the displaced gas a body of atmospheric
air, substantially as described, whereby the buoyant conditions of the aerial vessel
shall remain unchanged by-the consumption of fuel, as set forth.
48. In an aerial vessel, a buoyancy chamber, of the general form herein
described, having its forward end of greater diameter or transverse area than the
alt end, substantially as set forth.
49. In an aerial vessel, a buoyancy chamber, having the general form herein
described, that is to say with its forward end of greater diameter or transverse area
than the aft end, combined with a forward propeller or fan adapted to produce a
partial vacuum or rarefaction of the air in the direction of travel, substantially as
set forth.
50. The method herein described of forming a fluid cushion or thrust-bearing for
a shaft proportioned in density to the speed and thrust or pull of said shaft, by

page_text: compressing a body of fluid against which the shaft thrust or pulls, the compressor
being driven by said shaft itself, substantially as set forth.
51. A shaft and suitable bearings therefor, combined with a collar, a fluid
cylinder having a closed end or head, and means for compressing fluid in the space
between the collar and said end or head, substantially as set forth.
52. A shaft and suitable bearings therefor, a pump driven by said shaft, a collar
secured to said shaft, a cylinder having a closed end or head, in which cylinder said
collar revolves, and connections whereby fluid is forced from the pump to the space
between the collar and said closed end or head of the cylinder, all combined
substantially as set forth.
.
53. A shaft and suitable bearings therefor, a collar on said shaft, a cylinder
having a closed end or head, in which cylinder said collar is adapted to revolve,
and a pump driven from said shaft having a pipe leading to the space between the
said collar and closed end or head of said cylinder, all combined with a propeller
mounted on said shaft, substantially as set forth.
54. A shaft and suitable bearings therefor, said shaft having secured thereon a
collar, combined with a cylinder within which the said collar is adapted to revolve,
fibre washers within said cylinder, a pump driven by said shaft and having con-
nections whereby fluid is pumped to the cylinder into the space between said
fibre washers, substantially as set forth.
55. A hollow rudder made of sheets of aluminum, or other suitable material, the
edges of the rudder being closed and beaded, combined with a buoyancy chamber
and means for hinging said rudder thereto, substantially as set forth.
56. In an aerial vessel, a rudder made of sheets of aluminum, or other suitable
material, and filled with hydrogen gas or other fluid lighter than the atmosphere,
substantially, as set forth.
57. A rudder for an aerial vessel consisting of sheets of aluminum, or other
suitable material, forming a flat hollow chamber to be filled with hydrogen gas or
other light fluid, said sheets being suitably braced, substantially as set forth.
58. In an aerial vessel, the means, hereinbefore described, for vibrating and
locking a rudder hinged to the buoyancy chamber of an aerial vessel the same
consisting in the combination with said rudder of a half-worm wheel rigidly
secured to the pivot thereof, and a worm-piniou engaging with said half-worm
wheel, whereby, as the pinion is revolved or held stationary, the rudder shall be
respectively vibrated or locked, substantially as set forth.
59. In an aerial vessel, a buoyancy chainber, a rudder, a shaft rigid with said
rudder, pivotal bearings for said shaft, and a half-worm wheel or worm segment
rigidly secured to said shaft, combined with a worm-pinion for engagement with
said half-worm wheel or worm segment, substantially as set forth.
60. In an aerial vessel, a buoyancy chamber, a rudder having straps secured
thereto, said straps having eyes, a shaft or bolt secured to said eyes and serving as
a pivot for the rudder, brackets secured to the buoyancy chamber in which said
shaft or belt is adapted to turn, and a half worm wheel or worm segment secured
to said shaft, combined with a worm-pinion engaging with said half-worm wheel or
worm-segment, and adapted by its revolutions to give vibration to said rudder,
substantially as set forth.
61. In an aerial vessel, a buoyancy chamber, a rudder hinged thereto, struts
attached to the inner edge of said rudder, and braces leading from said struts to
the outer edge of said rudder, all combined substantially as set forth.
62. The herein-described method of automatically steering an aerial vessel, the
same consisting in changing the direction of an electromotor, acting upon the
rudder, by electric currents governed by the deviation of the needle of a compass,
substantially as set forth.
63. The combination, in an aerial vessel, of a rudder, an electromotor, devices
connecting the electromotor and the rudder, a compass having a needle to indicate
the deviations of the vessel from the prescribed course, a source of electrical
energy, and electrical connections, whereby the deviation of the needle shall

page_text: change the direction of the flow of the current to the electromotor, substantially
as set forth.
64. The herein-described method of automatically regulating the altitude of an
aerial vessel when in flight, the same consisting in changing the direction of an
electromotor (acting upon the rudder) by electric currents governed by the rise and
fall of a barometer or instrument indicating meteorological changes, substantially
as set forth.
65. The combination, in an aerial vessel, of an altitude-rudder, an electromotor,
devices connecting the electromotor and the rudder, a barometer or instrument
indicating meteorological changes, a source of electrical energy, and electrical
connections, whereby the rise and fall of the barometer shall change the direction
of the flow of the current to the electromotor, substantially as set forth.
66. The hull of an aerial vessel divided, substantially as herein shown, into
chambers or compartments, a gas reservoir or reservoirs, and a passage or passages
for the purposes of communication between the chambers or compartments,
substantially as set forth.
67. The hull of an aerial vessel, having acroplanes and fins standing in
horizontal and vertical lines, respectively, said hull being divided into chambers
or compartments, substantially as set forth.
68. The hull of an aerial vessel, having aeroplanes and fins standing in
horizontal and vertical lines, respectively, said hull being divided into chambers
or compartments, means of communication being provided between the interior of
the hull and the aeroplanes, substantially as set forth.
69. For use in the aerial vessel herein described, an article of furniture made of
thin, gas-tight material, as aluminum, forming in itself a hollow chamber, and
filled with a fluid lighter than atmospheric air, substantially as set forth.
Dated this 31st day of December 180%
HASELTINE, LAKE & Co.,
45 Southampton Buildings, London, W.C., Agents for the Applicant.