Improvements in or relating to Means and Appliances for Effecting Aerial Navigation.
Year: 1897

page_text: Date of Application, 25th June, 1897
Complete Specification Left, 25th Mar., 1898-Accepted, 25th July, 1898
Improvements in or relating to Means and Appliances for Effecting
Aerial Navigation.
Communicated by OCTAVE CHANUTE and AUGUSTUS MOORE HERRING, both of 413,
East Huron Street, Chicago, Illinois, United States of America, Engineers.
I, THOMAS MOY, of 8, Quality Court, London, W.C., Engineer, do hereby declare
the nature of the said invention to be as follows:-
This invention relates to aeronautics and it consists in certain improvements
in flying machines or aerodromes, which may be briefly stated as follows:
First, the combination of an aerocurve "with one or more pair or pairs of screw
propellers of opposite pitches revolving around horizontal or nearly horizontal
axes.
Secondly, the combination with a sustaining surface of an automatic regulating
device, consisting of auxiliary hinged surfaces and springs which control them
while allowing them to yield to and counteract or deaden the effect of sudden
and alternating wind changes.
Thirdly, in a gliding or soaring machine the placing of the horizontal auxiliary
surface in the rear of and below the level of the supporting surfaces, where, in
coming more or less into the downward trend of the stream of air in the wake of
the aerocurve, (as the inclination of the apparatus varies); it effects a regulating
influence in returning the apparatus to its normal inclination.
Fourthly, the combination with a gliding or dynamic flying machine of two
or more parallel bars placed beneath, for sustaining the operator's weight and
allowing him to slide freely backward and forward thereon for the purpose of
greater control of the apparatus.
The inherent power in certain arrangements of the surfaces and the position of
the weight underneath them, to some extent enable flying machines, such as those
of Otto Lillienthal and Hiram Maxim, and others, to maintain or regain their
equilibrium automatically in flight through still air, or when the changes in the
wind are moderate and occur gradually; but when these disturbances are powerful
and occur suddenly, though generally lasting only momentarily, (as they do in all
natural winds of moderate strength), the forces which automatically come into play
to preserve the natural equilibrium of the machines hitherto invented, are insufficient-
ly powerful to counteract these disturbances, therefore some other means must be
resorted to either the righting forces must momentarily be increased by power
from an outside force (as in the gyrostadt arrangement proposed by Maxim)-or
some means must be devised to convert the more powerful and suddenly applied
force of the disturbing gust into a lesser and gradually applied one which lasts
a longer time.
For this purpose the momentary absorption of energy is in this invention accom-
plished through the agency of springs, but the functions of the springs hereinafter
described differ from those of other steering, or controlling devices for flying
machines, in which springs are used for the purpose of drawing the rudder or tail
back to a given position, as for instance against a stop, from which position the tail
or rudder is only moved or intended to be moved by the interference of the operator.

page_text: The device hereinafter described consists of more or less rigid surfaces, which
are always free to yield automatically to the impulse of a wind gust, and in that
way moderate its force, applying it gradually and therefore overcoming it. For
the purpose of convenience the direction and forces of the disturbing gusts are
divided into their horizontal and vertical components, which are taken up respec-
tively, by a horizontal movement of the vertical rudder around a vertical axis,-
a movement resisted by opposing springs, and the vertical component is taken up
by the movement, in a vertical arc, of the horizontal surface or tail, which may
move either up or down, but only against the opposition of springs. It is of course
evident that the resolution of the component forces of a gust need not necessarily
be made horizontally and vertically, for any two directions, at an angle to each
other, could be made to accomplish the same result. And it is also evident that
instead of having the tail and rudder mounted on separate beams and separate
hinges, the two surfaces can be combined in one structure, mounted on a com-
bined horizontal and vertical hinge, restrained by, and controlled through, suitably
placed springs or elastic cords.
It is also evident that two or more smaller tails, similarly mounted and con-
trolled, will perform practically the same office as one large one; and the same is
true of the vertical rudder or keel.
The surfaces, tails, and keel, are all preferably rigid in themselves and not
intended to be distorted by the wind or to yield by reason of their own flexibility,
but they are intended to be able to yield bodily through considerable angles around
flexible hinges or joints near the body of the machine, to meet sudden wind changes,
and to be resisted in these movements by either an elastic beam or springs
elastic cords, etc., interposed between the auxiliary surfaces and the framing of
the flying machine.
or
Another improvement consists in placing the operator on a seat, or on parallel
bars beneath the apparatus, which allow him to move backward and forward through
a considerable distance, for the purpose of exerting a better control of the appara-
tus, when the changing of the centre of gravity of the same becomes necessary.
Another important feature of this invention is the placing of the axes of the
screw propellers directly above the lower or the main sustaining surface of the
machine, because a properly made helical propeller, contrary to supposition, draws
air in at the periphery while in action, thus creating a partial vacuum which may
be partly utilised as a lifting factor, if the propellor be placed above the sus-
taining surface, but which will detract from such lifting power of the aerocurve
if the screw propeller be placed beneath.
The next important point is, the placing of an auxiliary surface or surfaces, or
so-called tail and keel, in the rear of, and below the level of the main supporting
surfaces. These surfaces, or tail and keel, are hinged (either actually or placed
on elastic beams or other yielding connections) which allow these surfaces to yield
automatically through considerable angles to variations in the wind, but are main-
tained by elastic connections or opposing springs, at approximately any desired
angle with the main surface, or surfaces, under normal conditions of flight; and
both the vertical position of the tail and the lateral position of the keel, or rudder,
are governed through elastic attachments, that is, through springs or elastic cords,
interposed in the controlling halyards, which enable these surfaces to yield auto-
matically to different angles with the horizontal and the vertical, under sudden
impulses or gusts from the air, or under other variations in the equilibrium or
angle of flight of the apparatus. The further end of these cords may or may not
be under the control of the operator while in flight, but in every case a spring
connection is interposed between the operator and the rear or auxiliary surfaces,
so that to whatever extent the tail or rudder may be moved for the purpose of
steering, the auxiliary surfaces are still able to yield automatically more or less
to any suddenly applied force, and thereby distribute the effect. (of those momen-
tary but powerful and often alternating changes which are met with in nearly
every wind), over a longer period of time and thereby diminish their intensity;

page_text: prevent the flying machine turning too far up or down, or too far to the side, as
would occur if the rear surfaces were rigidly fixed to the machine. In thus taking
up the energy of the gust, and spreading its disturbing effect in a smaller force
over a longer interval of time, the springs act as buffers or automatic regulators,
and give the natural force of equilibrium of the machine a smaller force to con-
tend with and a longer time in which to overcome it.
In flight, the tail or horizontal auxiliary surface is nearly horizontal, wherens
the keel, which may or may not form a part of it, is vertical, and the axis of one
hinge is horizontal so that the tail varies its inclination in a vertical arc, while a
universal joint or a second hinge allows the keel to move in a horizontal arc across
the line of flight.
.
This invention differs from all others in placing the tail in the rear of and below
the level of the main or the bottom supporting surface. Many inventors have
placed the tail in the rear of the supporting surfaces, but none have so far scen
the advantage, or the necessity, of placing it below the level of the surface where
the tail is partly out of the way of the disturbed currents from the aerocurve; the
currents from which, in flight, have more or less of a downward trend.
The placing of the tail below the level of the main surface or surfaces, enables
a much closer automatic regulation of the angle presented by the main surface to
the air in flight, and consequently, a very great possible reduction of the
power required to sustain a given weight in dynamic flight.
By placing the tail, or an auxiliary horizontal surface below the level of, and in
the rear of, the main surface, and by fixing its position by means of opposing but
automatically yielding springs which allow the tail to move up and down around
a horizontal axis near the body of. the machine, all tendency of the machine to
undulate has been almost entirely overcome and so close a maintenance of a very
small angle of incidence has been obtained that the power required to sustain
flight is found to be but a small fraction of that necessary when the tail directly.
follows the main surface, and is rigidly fixed to the main frame, as is the case
with nearly all machines built by previous inventors.
The accompanying drawings are merely explanatory of the invention for the
purposes of the Provisional Specification.
""
Figure 1 is a perspective view showing the "aerodromo in flight.
Figure 2 is a plan view of the underside.
Figure 3 is a rear elevation.
Figure 4 is an enlarged side elevation showing the driving wheels (or screw
propellers). and their motors.
Figure 5 is a side elevation of a gliding or soaring aerodrome without any
driving wheels, or propelling machinery, but showing the spring connections which
effect the automatic adjustment of the machine to varying wind changes or rela-
tive speed of the apparatus.
-
Figures 6; 7 and 8 are cross sections of aerocurves made by vertical planes
parallel to the line of motion of the machine in flight, the part A being the front
of the machine.
Figure 9 is a cross section of one of the struts forming the framework.
Figure 10 shows the sliding seat.
The apparatus is composed mainly of two or more superimposed aerocurves, a
horizontal tail, and a keel or rudder (preferably combined in one structure) carried
on a beam or beams elastically hinged to the main frame, consisting (preferably)
of a combined horizontal and vertical hinge joint.
The aerocurves A, A', A, are made by stretching fabrics, preferably varnished,
over light frames of wood or light metal work, such as steel tubing. These frames
consist of two parallel transverse bars a, connected by parallel strips a¹, at right.
angles thereto, running lengthwise of the machine, (that is parallel with the line
of flight) and arched upwardly as shown. The frames are preferably from one-
and-a-half to about four times as wide from side to side, (ie. across the line of
flight) as they are long, from front to rear,

page_text: The aerocurves are trussed together by upright struts B, B, and numerous wire
guys b, after the general method of bridge trussing, so as to give an open and very
light structure of great rigidity.
In cross section the struts are sharpened fore and aft, as shown in Figure 9, in
order to lessen the resistance which they offer to the air. The central struts B
are extended down below the aerocurve, in order to provide a support for the avia-
tor. In this respect this machine differs from similar machines, in that the lower
surface is not perforated at the centre to allow a space for the operator. The
operator rests on a seat C, or on two fore and aft bars Ba, which lie under the
aviator's arms, and allow him to shift his weight a considerable distance fore and
aft, for the purpose of steering and controlling. In this feature this machine differs
from those of analogous construction, such as that of Lillienthal, in which the
operator rests upon his elbows, or is otherwise in a nearly fixed position. For
long flights the seat C, is used, and is suspended by wires e from the struts B¹ or
the bars B2. The seat slides freely fore and aft on the wires, which may pass
through eyes or small pulleys c on the seat. It is also free to swing sidewise by
reason of the flexibility of the wires c.
.
In a large machine, the struts B' may be carried down below the bars B² far
enough to receive fore and aft rails B³, the front ends of which project somewhat
and are provided with wheels D, while their rear ends are fashioned into handles b¹.
The rails and wheels thus form a truck, on which the apparatus can be moved
about from place to place. Moreover the rails and wheels tend to diminish the
shock when landing.
In connection with the frame and the aerocurves, a tail and a keel are provided
which in a measure automatically govern the apparatus in its vertical and hori-
zontal movements respectively. These are elastically attached to the frame work,
and are preferably combined in one structure, carried on a rearwardly extending
beam. This steering device is preferably constructed as follows:-
Horizontally journalled between the rear pair of struts B at a point somewhat
below the lower aerocurve, is a short shaft E. A bar T has a bifurcated front
endhinged to the shaft E on a vertical axis, the two thus forming a universal
joint between the bar F and the frame of the apparatus. Any equivalent construc-
tion such as holding the end f by springs may be used to accomplish the samé
result, or even a very elastic beam F without hinge or springs.
The bar F extends rearwardly, and in length is (preferably) about two or more
times the fore and aft length of the aerocurves. At its rear end it carries two light
frameworks, one projecting above and below, and the other at right angles thereto
on each side. The frameworks are covered with varnished fabric and constitute
respectively a keel or rudder G and a tail H. The lower edge of the rudder is
provided with a rail or runner g, to protect it from injury when it drags on the
ground. The rudder and tail are maintained respectively in nearly vertical cen-
tral, and horizontal positions, by means of opposing springs or by guy wires or
cords h, which are either made of elastic material or have springs ¹ interposed in
them in such a manner as to allow them to yield considerably to sudden wind
pressures.
The upper guy wires run to points near the outer ends of one of the aerocurves,
preferably the middle or upper one. They may be attached to the beam Fas
shown in Figs. 1 and 2, and to the upper and lower edges of the rudder as
shown in Figures and 5. The lower elastic guy wires may run from the tail
or from the beam F to the lower part of the struts B. In case the struts do not
extend below the shaft F, as in Fig. 5, the lower guy wires are necessarily
omitted, their place being supplied by a strut or struts a running from the beam
to the upper part of the apparatus, and having a yielding section such as the
telescope joint 3 and spring ht, or attached at its upper end by springs to the
main frame.
The effect of all these springs or elastic cords is, first to automatically yield
to sudden wind changes and therefore break their force. Secondly, to automatic-

page_text: ally control the angle at which the machine is presented to the air, for if the
machine makes a lesser or greater angle with the relative wind, the tail receives
a corresponding change in the pressure on its surface, by coming more or less
into the descending current from the rear of the aerocurves, and this varying pres-
sure tends to return the apparatus to its original position. Thirdly the keel keeps
the apparatus always pointing into the mean relative wind; the yielding springs
prevent the apparatus turning unduly in a horizontal or vertical arc, during
a momentary change in the trend of the relative wind.
The screw propellers or driving wheels I are constructed of any suitably light
material, such as wood, or fabric-covered wooden frames. They are located in
front of and behind the main aerocurves, and each is mounted on its own hori-
zontal shaft, so as to rotate independently. Each shaft is driven by a separate
motor K, preferably a balanced gasolene engine, or an oil or gas engine, of light
construction.
The propellers revolve in opposite directions and are of opposite pitch, so that
both push in the same direction, while their tortional reaction on the machine is
neutralised. It is clear that several pairs may be so mounted to produce the same
effect.
The engines and shafts are mounted in an independent frame L, located above
the aerocurve A, and detachably fastened to the frame of the apparatus, as by
lashings or merely by wire guys. On removing the frame L the apparatus becomes
a simple gliding or soaring machine as shown in Figure 5.
The engines are controlled by any suitable mechanism, operated by means of
haudles M within easy reach of the aviator. If desired the guys for the tail and
for the rudder containing the springs h¹ can be carried over pulleys and brought
within reach of the aviator, so that he can alter the mean position of the tail or
the rudder at will, to assist in steering the apparatus. Such an arrangement is
indicated in Figure 5. It is to be noticed, however, that these controlling guys
have springs interposed in them, which leave the surfaces free to move automatic-
ally through a considerable distance.
In general practice, however, it is sufficient in steering to the right or left to
simply shift one's weight a few inches towards the side one wishes to go. By
shifting the weight forward, the apparatus is caused to sail at a flatter angle, or
even on a down grade. Moving backward produces the reverse effect, until a point
is reached where the angle of the aerocurves to the wind becomes so large as to
check the headway and permit a gentle landing.
The details of the engines, and the tanks for liquid or gaseous fuel form no
part of this invention, and are not shown. With a gliding machine as shown in
Figure 5, my correspondents have made several hundred comparatively long
flights, starting from, a low hill, by running down against the wind.
The apparatus sustains its own weight and that of the operator, by means of
the dynamic effect of the air upon the surfaces, due to the relative wind, or the
speed of the machine, and not by the use of any gas-buoyed chamber or aerostat
whatsoever. Such a device with this machine would not only be unnecessary but
an actual hindrance.
3002

page_text: COMPLETE SPECIFICATION.
Improvements in or relating to Means and Appliances for Effecting
Aerial Navigation.
Communicated by OCTAVE CHANUTE and AUGUSTUS MOORE HERRING, both of 413,
East Huron Street, Chicago, Illinois, U.S.A., Engineers.
I, THOMAS MOY,, of 8, Quality Court, London, W.C., Engineer, do hereby declare
the, nature of my said invention and in what manner the same is to be performed,
to be particularly described and ascertained in and by the following statement:-
ידי
"This invention relates to aeronautics, and it consists in certain improvements
in flying machines or aerodromes, which may be briefly stated as follows:
First, the combination of an "aerocurve" with one or more pair or pairs of screw
propellers of opposite pitches revolving around horizontal or nearly horizontal
axes.
Secondly, the combination with a sustaining surface of an automatic regulating
device, consisting of auxiliary hinged surfaces and springs which control them
while allowing them to yield to and counteract or deaden the effect of sudden
and alternating wind changes.
Thirdly, in a gliding or soaring machine the placing of the horizontal auxiliary
surface in the rear of and below the level of the supporting surfaces, where, in
coming more or less into the downward trend of the stream of air in the wake of
the aerocurve, (as the inclination of the apparatus varies) it effects a regulating
influence in returning the apparatus to its normal inclination.
Fourthly, the combination with a gliding or dynamic flying machine of two
or more parallel bars placed beneath, for sustaining the operator's weight and
allowing him to slide freely backward and forward thereon for the purpose of
greater control of the apparatus.
The inherent power in certain arrangements of the surfaces and the position of
the weight underneath them to some extent enable flying machines, such as those
of Otto Lillienthal and Hiram Maxim, and others, to maintain or regain their
equilibrium automatically in flight through still air; or when the changes in the
wind are moderate and occur gradually; but when these disturbances are powerful
and occur suddenly, though generally lasting only momentarily, (as they do in all
natural winds of moderate strength), the forces which automatically come into play
to preserve the natural equilibrium of machines hitherto invented, are insufficiently
powerful to counteract these disturbances, therefore some other means must be
resorted to; either the righting forces must momentarily. be increased by power
from an outside force (as in the gyrostat arrangement proposed by Maxim)—or
some means must be devised to convert the more powerful and, suddenly applied
force of the disturbing gust, into a lesser and gradually applied one which will
last a longer time.
For this purpose the momentary absorption of energy is in this invention accom-
plished through the agency of springs, but the functions of the springs hereinafter
described differ from those of other steering, or controlling devices for flying
machines in which springs are used for the purpose of drawing the rudder or tail
back to a given position, as for instance against a stop, from which position the tail
or rudder is only moved or intended to be moved by the interference of the operator.
The device hereinafter described consists of more or less rigid surfaces, which
are always free to yield automatically to the impulse of a wind gust, and in that
way moderate its force, applying it gradually and therefore overcoming it. For
the purpose of convenience the direction and forces of the disturbing gusts are
divided into their horizontal and vertical components, which are taken up respec-
tively, by a horizontal movement of the vertical rudder around a vertical axis:-
a movement resisted by opposing springs, and the vertical component is taken up

page_text: by the movement, in a vertical arc, of the horizontal surface or tail, which may
move either up or down, but only against the opposition of springs. It is. of course
evident that the resolution of the component forces of a gust need not necessarily
be made horizontally and vortically, for any two directions at an angle to each
other could be made to accomplish the same result. And it is also evident that
instead of having the tail and rudder mounted on separate beams and separate
hinges, the two surfaces can be combined in one structure, mounted on a com-
bined horizontal and vertical hinge, restrained by, and controlled through, suitably
placed springs or elastic cords.
It is also evident that two or more smaller tails, similarly mounted and con-
trolled, will perform practically the same office as one large one, and the same is
true of the vertical rudder or keel.
The surfaces, tails, and keel, are all preferably rigid in themselves and not
intended to be distorted by, the wind or to yield by reason of their own flexibility,
but they are intended to be able to yield bodily through considerable angles around
flexible hinges or joints near the body of the machine, to meet sudden wind changes,
and to be resisted in these movements by either an elastic beam or springs
elastic cords, &c., interposed between the auxiliary surfaces and the framing of
the flying machine.
or
Another improvement consists in placing the operator on a seat, or on parallel
bars beneath the apparatus, which allow him to move backward and forward through
a considerable distance, for the purpose of exerting a better control of the appara-
tus, when the changing of the centre of gravity of the same becomes necessary.
Another important feature of this invention is the placing of the axes of the
screw propellers directly above the lower or the main sustaining surface of the
machine, because a properly made helical propeller, contrary to supposition, draws
air in at the periphery while in action, thus creating a partial vacuum which may
be partially utilised as a lifting factor, if the propeller be placed above the sus-
taining surface, but which will detract from such lifting power of the aerocurve
if the screw propeller be placed beneath.
The next important point is the placing of an auxiliary surface or surfaces, or
so-called tail and keel, in the rear of and below the level of the main supporting
surfaces. These surfaces, or tail and keel, are hinged (either actually or placed
on elastic beams or other yielding connections) which allow these surfaces to yield
automatically through considerable angles to variations in the wind, but are main-
tained by elastic connections or opposing springs, at approximately any desired
angle with the main surface, or surfaces, under normal conditions of flight; and
both the vertical position of the tail and the lateral position of the keel, or rudder,
are governed through elastic attachments, that is, through springs or elastic cords,
interposed in the controlling halyards, which enable these surfaces to yield auto-
matically to different angles with the horizontal and the vertical, under sudden
impulses or gusts from the air, or under other variations in the equilibrium or
angle of flight of the apparatus. The further end of these cords may or may not
be under the control of the operator while in flight, but in every case a spring
connection is interposed between the operator and the rear or auxiliary surfaces,
so that to whatever extent the tail or rudder may be moved for the purpose of
steering, the auxiliary surfaces are still able to yield automatically more or less
to any suddenly applied force, and thereby distribute the effect (of those momen-
tary but powerful and often alternating changes which are met with in nearly
every wind), over a longer period of time and thereby diminish their intensity;
prevent the flying machine turning too far up or down, or too far to the side, as
would occur if the rear surfaces were rigidly fixed to the machine. In thus taking
up the energy of the gust, and spreading its disturbing effect in a smaller force
over a longer interval of time, the springs act as buffers or automatic regulators,
and give the natural force of equilibrium of the machine a smaller force to con-
tend with and a longer time in which to overcome it.
In flight, the tail or horizontal auxiliary surface is nearly horizontal, whereas

page_text: the keel, which may or may not form a part of it, is vertical, and the axis of one
hinge is horizontal so that the tail varies its inclination in a vertical arc, while a
universal joint or a second hinge allows the keel to move in a horizontal are across
the line of flight.
This invention differs from all others in placing the tail in the rear of and below
the level of the main or the bottom supporting surface. Many inventors have
placed the tail in the rear of the supporting surfaces, but none have, so far, seen
the advantage, or the necessity, of placing it below the level of the surface where
the tail is partly out of the way of the disturbed currents from the aerocurve; the
currents from which, in flight, have more or less of a downward trend.
The placing of the tail below the level of the main surface or surfaces, enables
a much closer automatic regulation of the angle presented by the main surface to
the air in flight, and consequently, a very great possible reduction of the
power required to sustain a given weight in dynamic flight.
By placing the tail, or an auxiliary horizontal surface below the level of, and in
the rear of, the main surface, and by fixing its position by means of opposing but
automatically yielding springs which allow the tail to move up and down around
a horizontal axis near the body of the machine, all tendency of the machine to
undulate has been almost entirely overcome and so close a maintenance of a very
small angle of incidence has been obtained that the power required to sustain
fight is found to be but a small fraction of that necessary when the tail directly
follows the main surface, and is rigidly fixed to the main frame, as is the case
with nearly all machines built by previous inventors.
And in order that my said invention may be particularly described and ascer-
tained, reference is hereby made to the drawings filed with my Provisional Specifi-
cation, and which drawings are merely explanatory of the invention for the
purposes of this specification.
Figure 1 is a perspective view showing the "aerodrome" in flight.
Figure 2 is a plan view of the underside.
Figure 3 is a rear elevation.
Figure 4 is an enlarged side elevation showing the driving wheels (or screw
propellers) and their motors.
Figure 5 is a side elevation of a gliding or soaring aerodrome without any
driving wheels, or propelling machinery, but showing the spring connections which
effect the automatic adjustment of the machine to varying wind' changes or rela-
tive speed of the apparatus.
Figures 6, 7, and 8, are cross sections of aerocurves made by vertical planes
parallel to the line of motion of the machine in flight, the part A being the front
of the machine.
Figure 9 is a cross section of one of the struts forming the framework.
Figure 10 shows the sliding seat.
The apparatus is composed mainly of two or more superimposed aerocurves, a
horizontal tail, and a keel or rudder (preferably combined in one structure) carried
on a beam or beams elastically hinged to the main frame consisting (preferably)
of a combined horizontal and vertical hinge joint.
The aerocurves A, A1, A2, are made by stretching fabrics, preferably varnished,
over light frames of wood or light metal work, such as steel tubing. These frames
consist of two parallel transverse bars a, connected by parallel strips a, at right
angles thereto, running lengthwise of the machine, (that is parallel with the line
of flight) and archied upwardly as shown. The frames are preferably from one-
and-a-half to about four times as wide from side to side (i.e. across the line of
flight) as they are long, from front to rear.
The aerocurves are trussed together by framing composed of vertical posts or
struts BB connected by numerous diagonal wire guys b, or of vertical ties with
diagonal struts, or of diagonal web bracing, or of a combination of two or
more of such systems, after the general method of bridge and roof
trussing so as to give an open and very light structure of great rigidity.

page_text: In cross section the struts are sharpened fore and aft, as shown in Figure 9, in
order to lessen the resistance which they offer to the air. The central struts B¹
are extended down below the aero-curve, in order to provide a support for the avi-
ator. In this respect this machine differs from similar machines in that the lower
surface is not perforated at the centre to allow a space for the operator. The.
operator rests on a scat C, or on two fore-and-aft bars B2, which lie under the
aviator's arms, and allow him to shift his weight a considerable distance fore-and-
aft, for the purpose of steering and controlling.
In this feature this machine differs from those of analogous construction, such
as that of Lillienthal, in which the operator rests upon his elbows, or is other-
wise in a nearly fixed position. For long flights the scat C is used, and is sus-
pended by wires e from the struts B', or the bars B2. The seat slides freely fore-
and-aft on the wires, which may pass through eyes or small pulleys c¹ on the seat.
It is also free to swing sidewise by reason of the flexibility of the wires c.
In a large machine, the struts B' may be carried down below the bars Ba far
enough to receive fore-and-aft rails B, the front ends of which project somewhat
and are provided with wheels 1), while their rear ends are fashioned into handles b'.
The rails and wheels thus form a truck, on which the apparatus can be moved
about from place to place. Moreover, the rails and wheels.tend to diminish the
shock when landing.
In connection with the frame and the aero-curves, a tail, and a keel, are provided
which in a measure automatically govern the apparatus in its vertical and hori-
zontal movements respectively. These are elastically attached to the frame work,
and are preferably combined in one structure carried on a rearwardly extending
beam.
This steering device is preferably constructed as follows:-
Horizontally journalled between the rear pair of struts B' at a point somewhat
below the lower aerocurve, is a short shaft 1. A bar F has a bifurcated front
endhinged to the shaft E on a vertical axis, the two thus forming an universal
joint between the bar F and the frame of the apparatus. Any equivalent construc-
tion such as holding the end by springs, may be used to accomplish the same
result, or even a very elastic beam F without hinge or springs.
The bar F extends rearwardly, and in length is (preferably) about two or more
times the fore-and-aft length of the aerocurves. At its rear end it carries two light
frameworks, one projecting above and below, and the other at right angles thereto
on each side. The frameworks are covered with varnished fabric and constitute
respectively a keel or rudder G and a tail H. The lower edge of the rudder is
provided with a rail or runner g to protect it from injury when it drags on the
ground. The rudder and tail are maintained respectively in nearly vertical cen-
tral, and horizontal positions, by means of opposing springs or by guy wires or
cords h, which are either made of elastic material or have springs interposed in
them in such a manner as to allow them to yield considerably to sudden wind
pressures.
The upper guy wires run to points near the outer ends of one of the aerocurves,
preferably the middle or upper one. They may be attached to the beam Fas
shown in Figures 1 and 2, and to the upper and lower edges of the rudder as
shown in Figures 3 and 5. The lower elastic guy wires may run from the tail
or from the beam F to the lower part of the struts B'. In case the struts do not
extend below the shaft F, as in Figure 5, the lower guy wires are necessarily
omitted, their place being supplied by a strut or struts running from the beam
to the upper part of the apparatus, and having a yielding section such as the
telescopic joint h³ and spring h, or, attached at its upper end by springs to the
main frame..
The effect of all these springs or elastic cords is: First, to automatically yield
to sudden wind changes and therefore break their force. Secondly, to automatic-
ally control the angle at which the machine is presented to the air, for if the
machine makes a lesser or greater angle with the relative wind, the tail receives

page_text: a corresponding change in the pressure on the surface, by coming more or less
into the descending current from the rear of the aerocurves, and this varying pres-
sure tends to return the apparatus to its original position. Thirdly, the keel keeps
the apparatus always pointing into the mean relative wind; the yielding springs
prevent the apparatus turning unduly in a horizontal or vertical arc, during
a momentary change in the trend of the relative wind.
The screw propellers or driving wheels I are constructed of any suitably light
material, such as wood, or fabric-covered wooden frames. They are located in
front of and behind the main aerocurves, and each is mounted on its own hori-
zontal shaft, so as to rotate independently. Each shaft is driven by a separate
motor K, preferably a balanced gasolene engine, or an oil or gas engine, of light
construction.
'
The propellers revolve in opposite directions, and are of opposite pitch, so that
both push in the same direction while their tortional reaction on the machine is
neutralised. It is clear that several pairs may be so mounted to produce the same
effect.
The engines and shafts are mounted in an independent frame L, located above
the aerocurve A and detachably fastened to the frame of the apparatus, as by
lashings or merely by wire guys. On removing the frame L the apparatus becomes
a simple gliding or soaring macliine as shown in Figure 5.
The engines are controlled by any suitable mechanism, operated by means of
handles within easy reach of the aviator. If desired, the guys for the tail and
for the rudder containing the springs h¹ can be carried over pulleys and brought
within reach of the aviator, so that he can alter the mean position of the tail or
the rudder at will, to assist in steering the apparatus. Such an arrangement is
indicated in Figure 5: It is to be noticed, however, that these controlling guys
have springs interposed in them, which leave the surfaces free to move automatic-
ally through a considerable distance.
In general practice, however, it is sufficient in steering to the right or left to
simply shift one's weight a few inches toward the side one wishes to go. By
shifting the weight forward, the apparatus is caused to sail at a flatter angle, or
even on a down grade. Moving backward produces the reverse effect, until a point
is reached where the angle of the aerocurves to the wind becomes so large as to
check the headway and permits a gentle landing. 1
T. +1
The details of the engines, and the tanks for liquid or gaseous fuel form no
part of this invention, and are not shown. With a gliding machine as shown in
Figure 5, my correspondents have made several hundred comparatively long
flights, starting from a low hill, by running down against the wind:
The apparatus sustains its own weight and that of the operator, by means of
the dynamic effect of the air upon the surfaces, due to the relative wind, or the
speed of the machine, and not by the use of any gas buoyed chamber or aerostat
wliatsoever. Such a device with this machine would not only be unnecessary but
an actual hindrance.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is:
1. In a flying machine, the combination with an aerocurve of a pair of screw
propellers of opposite pitches mounted on substantially horizontal shafts revolving
in opposite directions to each other and so placed one behind the otlier that the rear
propeller follows in the wake of the front one, substantially as described.
2. In a flying machine, the combination with an aerocurve or aerocurves of a
pair of screw propellers of opposite pitch, mounted on shafts revolving in opposite
directions placed substantially parallel with the line of motion and located above
the main or lower supporting surface, substantially as described.
3. In a flying machine, the combination of two or more superimposed supporting
clements, whose sections, made by vertical planes parallel with the line of motion

page_text: of the flying machine, are concave, plano-convex, or concavo-convex, with the
plane or concave side undermost, with one or more pairs of screw propellers of
opposite pitches, and means for rotating them in opposite directions on axes which
are substantially horizontal, and so placed in pairs that the propellers of opposite
pitch follow behind each other, substantially as described.
4. In a flying machine, the combination with two or more superimposed concave,
plano-convex or concavo-convex supporting surfaces, of one or more pairs of screw
propellers, each propeller mounted on its own horizontal shaft and located above
the lowest sustaining surface, and so arranged that each front propeller is followed
horizontally by one of opposite pitch, substantially as described.
5. In a Hying machine, the combination with a suitable framework and sup-
porting surfaces, of one or more screw propellers, revolving on horizontal shafts,
and a motor or motors therefor mounted in a frame which is detachably secured
to the framework of the machine above the lower sustaining surface, substantially
ns described.
6. In a flying machine, the combination with a suitable framework comprising
upright struts, of aerocurves mounted on said framework, screw propellers, motors
therefor, with a frame carrying said propellers and motors, and detachably fastened
to said struts, between the aerocurves, substantially as described.
7. In a flying machine, a plano-convex or concavo-convex supporting element
composed of two fabric-covered frames of different curvature united at their front
and rear edges so as to form a hollow aerocurve arched so that the air, in passing
from front to rear of the machine over the upper surface, must pass over arcs
which have their rise in a vertical direction and their chords substantially paralleled
with the line of motion of the machine, substantially as described..
8. In a flying machine, the combination of two screw propellers with two or
more superimposed arched supporting surfaces composed of parallel bars a, and
parallel upwardly arched bars a, and a covering of fabric secured upon said bars,
and the vertical struts B, B and braces b, rigidly trussing said surfaces together,
substantially as described.
9. In a flying machine, the combination with two or more superimposed sup-
porting surfaces, of a framework composed of upright stiuts B, B', braces baud
parallel bars B2 for supporting the operator's weight beneath the supporting sur-
faces and on which horizontal bars B he may slide backward and forward for
the purpose of steering and balancing, substantially as described
10. In a flying machine, the combination with the framework and the supporting
surfaces, of a seat C, and wires c, upon which said seat can slide backward and
forward, substantially as described.
11. In a flying machine, the combination with an aeroplane or nerocurve of a
hinged or virtually hinged controlling device, elastically restrained, but capable
of yielding automatically around said hinge, to sudden wind changes, substantially
as described.
12. In a flying machine, the combination with an aeroplane or aerocurve of a
combined steering and automatically yielding regulating or controlling device,
composed of more or less rigid surfaces mounted on an elastic-a double, or a
combined, horizontal and vertical joint or joints, substantially as described.
13. In a flying machine, the combination with an aeroplane or aerocurve of a
combined steering and automatic controlling device mounted on an elastic,-a
double, or an universal joint; and elastic devices for retaining it normally in
an approximately central position from which it may yield automatically around
said joint to sudden wind changes, substantially as described.
14. In a flying machine, the combination with an aeroplane or aerocurve of a
combined tail and keel, mounted on a combined horizontal and vertical joint, and
elastic devices for retaining said tail and keel in approximately central positions
from which they may yield automatically by the action of variations in, or irregu-
lar gusts of, the relative wind, substantially as described.
15. In a flying machine, the combination with a framework of an aeroplane or

page_text: aerocurve, a rearwardly extending combined tail and rudder composed of more
or less rigid surfaces connected with the framework of the supporting surfaces by
means of an elastic, a double-hinged,-
, or an universal joint, and opposing springs
or elastic devices for retaining said tail and rudder in a normal but automatically
yielding position, substantially as described.
16. In a flying machine, the combination with a framework comprising upright
struts, of one or more supporting surfaces carried by said struts, a rearwardly ex-
tending beam connected with said struts near their lower ends by an elastic,-a
combined horizontal and vertical,-
-or an universal joint,--an upright plane, and
an approximately horizontal surface, carried by said beam, and elastic guy wires
or connections running from said beam to the framework, substantially as
described.
17. In a flying machine, the combination with a framework comprising upright
struts, of one or more. supporting surfaces carried by said struts, a short shaft
horizontally journalled between two of said struts, a rearwardly extending beam
hinged to said shaft on a vertical axis, a horizontal tail and an upright rudder
mounted on the rear end of this beam, and elastic guy wires, attached to said beam,
or the frame of said tail and rudder, substantially as described.
18. In a flying machine, the combination of one or more supporting surfaces,
with one or more auxiliary approximately horizontal surfaces in the rear thereof
actually or virtually hinged on horizontal axes lying between the auxiliary sur-
faces and the machine, with opposing springs or elastic connections which maintain
the auxiliary surfaces in approximately horizontal positions but which allow these
surfaces to yield automatically up or down in a vertical arc for sudden changes in
the speed, or in the vertical trend, of the relative wind, substantially as described.
19. In a flying machine, the combination of one or more supporting surfaces
with one or more approximately vertical surfaces in the rear thereof which are
actually or virtually hinged on a vertical axis or axes near the body of the machine
or between the rear surface and the machine, and are held in approximately central
positions by means of opposing springs or elastic connections which allow the
vertical surfaces to automatically yield in a horizontal arc to the right or left for
sudden changes laterally in the direction of the relative wind, substantially as
described.
20: In a flying machine, an elastic connection or an elastic joint connecting the
front and rear surfaces, so that they may yield angularly with each other auto-
matically for sudden changes in the speed or trend of the wind, substantially as
described.
21. In a flying machine, the combination with two or more superimposed sup
porting surfaces, of framing composed either of vertical posts or struts connected
by diagonal ties, or of vertical ties with diagonal struts, or of diagonal web bracing,
or of a combination of two or more of such systems, as well understood and prac-
tised in relation to bridge and roof trussing.
22. The improved construction of soaring and flying machines substantially as
hereinbefore described and illustrated by the drawings.
Dated 25th March 1898.
GEORGE DOWNING & SONS,
8, Quality Court, London, W.C., Agents.