Improvements in and connected with Flying Machines.
Year: 1893

page_text: Date of Application, 29th Aug., 1893
Complete Specification Left, 28th May, 1894-Accepted, 30th June, 1894
PROVISIONAL SPECIFICATION.
Improvements in and connected with Flying Machines.
A communication by GUSTAV KOCH, of 22, Schmellerstrasse, Munich, in the
Empire of Germany, Engineer.
I, WILLIAM PHILLIPS THOMPSON F.C.S. M.I.M.E. of The Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool and 6, Bank Street,
Manchester, both in the County of Lancaster and 323, High Holborn in the
County of Middlesex, Civil Engineer, do hereby declare the nature of this
invention to be as follows:-
In this air ship a peculiarly constructed paddle wheel is employed and combined
with a specially constructed air ship.
The paddle wheel consists of a bushing provided with a flange like disc, the
bushing is keyed on each side of the axis, and these bushes are separated as far
apart as the width of the wheel permits. The wheel spokes, which consist of steel
tubes or the like flattened and made conical at the ends, are arranged on the flange-
like discs and the frames which are covered with sailcloth or the like are movably
arranged by means of their axes in the outer ends of these spokes, which latter
are rigidly interconnected.
Whilst the axes of the paddles are connected at one end with their respective
spokes by means of adjustable rings, at their other ends outside the rim of the
spokes, a small bevel wheel is arranged on each axis, which wheel is operated by
means of another bevel wheel of half the size.
These bevel wheels are fixed on small steel tubes running along the wheel spokes
in ball bearings, the steel tubes being further provided at both ends with ball
points and running between bearing blocks provided with set screws.
A short thread is formed at the inner end of these steel tubes, in which thread
a disc with a worm on its face, which is loosely seated on the wheel axis, engages
in such a way that, at a given revolution of this disc, the screw thread will also
make one revolution, the pitch of both parts run in the direction of the rotation of
the wheel. The worm disc bas a slot and is connected with the bearing of the
axis of the wheel by means of a pin in such a way that it may be turned on
the axis to correspond with the length of the slot.
In fitting up the paddle wheel, care must be taken that, whilst the uppermost
paddle stands horizontally and the lowest one vertically, the others are arranged in
such a position that, on the rotation of the wheel when they have reached the
topmost or lowest point, they may also stand horizontally or vertically respectively.
At each complete revolution of the wheel, the paddles make each a half
revolution in an opposite direction to the movement of the wheel, and this because
the screw threads arranged on the rods slide on the rising thread of the worm
discs, and in consequence of the circumstance that the small bevel wheels at the
outer ends of the rods are only half the size of the bevel wheels of the axes of
the paddles operated by them.
It is evident that the positions assumed by the paddles on the lower half of the
wheel are favourable to the desired result of driving forward, not excluding those
situated at the level of the axis moving in an ascending direction, also that the
horizontal position of the paddles which are coming to the highest point is also no
disadvantage.

page_text: The positions of the top and front paddles when descending during the rotation
of the wheel, and also those of the paddles when again approaching the summit,
afford no essential unfavourable moment, as the air pressure against the same in
the phases of motion in question, can, in view of the angle of inclination to the
direction of the motion, only be a small one, and the positions of the paddles,
especially the more they are distant from the highest and lowest points, only
correspond to the positions of the screw wings suitable for the movements in
question.
The worm disc and screw thread are actually less for producing this rotation, or
for transmitting power for this object to the axes of the paddles, but rather in a
reversed proportion, the inclination of the paddles will revolve in a reversed
direction to the direction of rotation of the wheel, and may be suitably regulated
by the mechanism in question.
The circumstance is of special advantage that, during flight, the air streaming
against the body on which the paddle wheels rotate is drawn up or attracted by the
downward movement of the paddles, is deflected from its direction and thereby the
resistance of the saine to the movement and speed of the vehicle in question is
reduced to a minimum.
In applying the hereinbefore described paddle wheels in connection with this
improved air ship, one is arranged on the right and left of the front part of an
extremely slim, rectangular case or frame, which is higher than it is wide, is pointed
in front and is flattened at the rear. These wheels are arranged on a crank axle
which passes straight through the case or frame and projects at each side beyond
the same to an amount corresponding to the width of the wheels; the motor acts
directly on this cranked axle.
The worm discs of the paddle wheels are adjustable outside the case of the air
ship by means of the pins and slot above referred to, to the extent of about
revolution, and are connected with the outer bearings or crank axle. When the
pins are in the centre of the slots, the uppermost paddles must stand exactly
horizontal, so that the worm discs may each be turned backwards or forwards
about of a revolution by the steersman of the ship by means of a lever
arrangement, and thereby the point of the periphery of the wheels which coincides
with the horizontal position of the paddles may be suitably moved forwards or
backwards.
Above and behind each of the paddle wheels, a slightly upward domed wing,
which is made larger to correspond with the weight of the whole, is arranged,
whilst, at the rear end, there is placed a steering sail resembling a bird's tail,
capable of being moved forwards and backwards, upwards and to right or left, and
beneath this sail there is another similar vertical one for the object of altering the
direction of flight.
As the displacement of the air by the downward pressure of large surfaces can
naturally not take place so rapidly as in the case of small ones, the supporting
power of the wings increases in a greater proportion than their size; in default of
exact experimental data for fixing the requisite extent of surface for the wings,
the proportion, which is probably estimated too low, for this air ship has been
taken of 10 kilos. weight per 1 square metre of carrying surface, calculated on a
total weight of the ship of about 800 kilos.
A further means of steering is afforded by the adjustability of the worm discs
on the paddle wheels, to which allusion will be hereinafter made.
There is a simple steel or bamboo tube, which, when the machine is at rest, holds
the wings by means of drawn wires, but which cau be drawn in during a flight.
The wings are connected with one another by means of bars, which traverse the
case and engage in the slots, they may be forced upwards by the air pressure, in
which case the springs contained in the interior of the case exactly in front of the
slots expand upwards and press them forward.
For fixing the wings in position and securing same against breakage, wires are
stretched on the front edges of both carrying surfaces towards the end of one of

page_text: the bars, which extend the point of the case; for the same object, the following
arrangements are also employed whilst preserving the characteristics of a bird's
wing:-
Two pairs of flattened steel tubes, with their sharp edges projecting forwards,
are provided before and behind the paddle wheels on the sides of the case and
directed upwards and outwards. These tubes are connected by means of strong
steel wires both with one another and also with the front and rear under parts of
the case.
Thinner wires run from the points of the wires, which connect the front pair of
steel tubes with the rear pair, to points on the underside of the wings, suitably
strong spiral springs may be inserted in the wires which branch off to the hinder
support bars, so long as the elasticity of the material is not sufficient to allow of
the wings being pressed upwards to a certain extent by the wind pressure from
below. If now the whole apparatus be presumed to be floating in the air or
descending horizontally, the wings are subject all over their surface to an upward
pressure of the air from below, which not only delays the descent of the body, but,
in consequence of the position of the collecting point of the supporting wires,
and of the centre of gravity of the whole, and owing to the upward pressure of
the air, this acts forwards, the very sharp edged wings themselves overcome the
resistance of the air to their horizontal movement, and also on their part assist the
forward motion of the vehicle.
The process becomes quite evident, if it be imagined that an umbrella with the
stick arranged eccentrically is moved rapidly downwards. The umbrella will then
always incline sideways in the direction from the centre to the stick. It is
evident that this pressure of the wings to the front cannot take place, but the
opposite effect is produced if the centre of gravity of the vehicle lies behind the
centre of the supporting surface, and herein lies the explanation why the theoretic
requirements of power hitherto assumed for screw aeroplanes always remained so
greatly behind the actual amount.
The air encountered by the working paddles of the wheels is driven backwards,
and it is in the power of the driver of the vehicle, by revolving the worm discs
on the paddles, to cause the air to break more or less on the under surface of the
wings, and thereby to increase or diminish at will the pressure of the air under
the same, which, when carried out at only one side, renders it possible to steer to
right or left, or, when carried out simultaneously, also in a longitudinal direction,
but also when combined with a movement of the tail surface to right or left, is of
value for adjusting disturbances of the equipoise of the vehicle caused by any
movement of the passengers contained in the same.
With the existing proportions of the centre of gravity to the unequal division
or distribution of weight and carrying surface, such an apparatus, if the motor
be presumed to be inactive, would not descend in a horizontal position as assumed
in the preceding pages, but would incline or bend with the point downwards, and
follow gravitation in a perpendicular direction.
By the action of the paddle wheels operated by the motor, such an abrupt
descent of the vehicle is, however, prevented; the line of flight will, on the other
hand, be much more in a plane. It would, however, in view of the proportions
herein before mentioned, in a normal position of the worm discs, never attain a
horizontal or upwardly ascending direction, if, in addition to the possibility of
altering the action of the paddle wheels by turning the worm discs backwards
(which causes a diminution of the speed of the movement of the vessel, together
with an upward turning of the tail which can also momentarily direct the move-
ment upwards) a further factor did not come into consideration in the above
Bystem of flying machine.
This is the reaction power of the motor, the extremely important action and
utilisation of which appears, up to the present, to have been overlooked by all
flying machine experts.
This power of reaction, or back stroke of the motor, has, in this case, a

page_text: tendency to turn the apparatus backwards on the axis of the paddles, as it lifts or
raises the front part of the vehicle, and depresses the rear part.
The air beneath the wings and tail (the larger part of which surfaces lie, as is
well known, behind the axis of the paddles and the centre of gravity of the
apparatus) presses, however, against it, in an abnormal manner as it is rendered
denser by the masses of air thrown backwards by the paddles. Owing to the
axis of the paddles, or the point at which the backward revolving reaction force
of the motor takes effect, being situated in the fore part of the case, the lever
from this point to the end of the tail is very long, and as also the centre of gravity
of the whole apparatus falls essentially in front of the centre of the carrying
surfaces, it appears absolutely impossible that the apparatus can come into a
position of backward inclination of more than a few degrees, always presuming
that the position of the worm discs and thereby of the wheel paddles is a normal
one, as the heavy body of the vehicle must to a certain extent be raised on the
relatively weightless tail.
Whilst in the abovementioned perpendicular descent of the vehicle, the air at
the moment contained under the wings and weighted and thereby compressed by
them, can comparatively easily escape backwards and thus be withdrawn from the
pressure bearing upon it, it becomes always more difficult to do so after the
reaction force of the motor comes into play and swings the apparatus into a
horizontal position, or even with its rear part beneath the latter, as the existing
compression of the air under the supporting surfaces becomes always more intense,
more resistant and more capable of supporting (the weight), so that in a normal
course (as soon as the vehicle is brought out of the presumed downwards motion
into a horizontal position) a limit is set to the turning motion of the reaction force
of the motor by the counter pressure of the air.
The regulation of the position of the air ship in a longitudinal direction may
thus take place in two ways, either by extending or shortening the surface of the
tail, by moving the same backwards or forwards, by spreading it like a fan, or by
moving the separate parts of the same one over the other, or also by adjusting
the position of the paddles of the driving wheels by means of suitably turning the
worm dises on the latter, but, in any case, the centre of gravity of the machine,
which is the main point, always remains in front of the centre of the carrying or
supporting surfaces.
It may then be asked, what becomes of the reaction force of the motor which
always exists and is equal in value to the weight of force removed from the paddle
wheels of the motive arrangement, or whether no other effect is produced than
that it assists to regulate the position of the vehicle. The process is as follows:-
By the reaction force of the motor, the rear part of the vehicle, and therewith
also the rear part of the supporting surfaces, wings and tail, receive a downward
pressure, and these parts, which, by reason of the counter pressure of the air,
increased by the action of the paddles, and in consequence of the elasticity of the
material and their constructive arrangement, normally describe a downward and an
upward curve respectively, are transformed so that, seen from the side, they
present an appearance of describing two almost horizontal curves. This waved
form, when looked from above, at once reminds one of a fish.
By the constant change which takes place owing to the movement of the vehicle
of the layers of compressed air which are contained under the wings and are
thrown back by the paddles, this fish-tail-like transformation of the elastic
supporting surfaces, standing eccentrically opposite both the point of attack of the
reaction force as well as the centre of gravity, becomes permanent, and the result
is that, as the air can only escape and evade the pressure upon it by the rear,
exactly the driving forward by the wings as the action of a part of the reaction
force of the motor takes place as was previously shown, by employing the example
of an umbrella.
The remainder of this important force acts in the direction of the lifting,
supporting the floating effect.

page_text: The whole arrangement of the supporting surface may thus be regarded, in the
present case and in view of the kindred relations of fish and bird, to a certain
extent as a double bird's wing permanently maintained by the crank axle of the
motor in the most effective phase of down stroke, whilst, instead of the movement
of the wings, the compressed air contained beneath them appears to be moved, by
the masses of air thrown backward by the rotation of the wheels.
The reaction force of the motor, in combination with the air thrown backward
by the rotation of the paddle wheels, works in this case with a lifting effect,
combined with a certain amount of forward movement.
The forward driving forces thus act, in this proposed form of construction of a
flying machine, both on the under as well as the upper part of the body of
the same, and in this way the wings of the apparatus appear as a peculiar
characteristic, as against the known aeroplanes, not only as supporting surfaces
but also as parts of the motive apparatus of the vehicle, as in the case of a bird
floating without flapping the wings.
Herein is for the first time the completion of the hitherto always insufficient
explanation of the floating flight of large birds.
As in the case of any ship floating in water, so, naturally, in the case of an air
ship, attention must be paid when loading the same to a suitable distribution of the
weight which is to be carried. The exact adjustment of the vehicle in a horizontal
position, or in one inclined 1-2 degrees backwards, can, however, always take
place only after the commencement of the flight, and then not at first by adjusting
the worm discs on the paddle wheels, as such an act, as already stated, involves a
diminution, if only a small one, of the power of propulsion of the latter, but, by a
suitable extension or shortening of the supporting surfaces, by the tail being pushed
backwards or forwards, or when the latter consists of several surfaces, by their
being extended or contracted.
The arrangement of the air ship also allows of its being always brought in
many ways easily and with minute exactness into any suitable position, the centre
of gravity of the whole always remains, however, in the front portion.
In order to provide for the contact of the flying machine with the earth, it is
mounted on wheels or rollers, which are arranged on a frame preferably constructed
of flattened steel tubes.
The front side of the roller supports (or legs) is hinged or runs in hinges, whilst
the rear parts of the same have a short simply toothed extension into the interior
of the case, thus allowing of the position of the supports on the earth being fixed
during the course, or of their being drawn up at the commencement of the flight in
order to avoid objectionable resistance to the air.
The air ship is started from an inclined plane.
As both the weight of the apparatus and also the motor, (during the movement
on firm ground, the action of the reaction force of the motor does not come into
play) and also the wings (as the movement is downwards) assist in the acceleration
of the abrupt downwards motion, the wings having a position slightly inclined
forward, such a speed is attained in a few seconds, and the inclined plane of the
starting station may, therefore, be a comparatively short one.
In alighting, the roller legs are first let down out of the body of the vehicle,
and then the worm discs of the paddle wheels are turned backwards so that these
latter act more in the direction of lifting instead of driving forwards. The whole
apparatus thereby comes into a position strongly inclined backwards, loses its
speed, and comes gradually in this position to the ground.
If, however, at any time during the flight, the whole motive apparatus should
cease to work, it is the duty of the conductor to change the vehicle as quickly as
possible into a parachute, and this may be done by moving, to the rear, a
portion of the movable weight contained, which may be done very simply and
even automatically.
The descent of the vehicle, which then takes place, may be directed by the
conductor by suitably manoeuvring the tail surface.

page_text: The advantages of the system of flying machine herein before described, which
strongly differs from the principles of the science of flight hitherto deemed correct,
.consist in―
1st. An almost perfect utilisation of the motive force; it may be said that, after
the explosion gases of the petroleum motor, which have a very high temperature,
have become mixed with the air contained under the supporting surfaces, and
have imparted their warmth thereto (this takes place almost instantaneously owing
to the property of air as a very good conductor of heat), which involves an increase
in the carrying or supporting capacity of the air, almost the whole warmth produced
by the explosions of the mixture of gases in the motor is converted partly into
lifting force and partly into driving force. In fact, even the warmth of the
cylinders of the motor heated by the explosions may be utilised in the sense that
the cooling water, which becomes heated (by such explosions) by washing behind
the side walls of the case, which may be preferably made of aluminium, is again
-cooled down and in that way is forced to impart its heat to the air under the wings,
(the cooling by water may perhaps also be replaced by cooling by air, the cylinders
of the motors being arranged so as to be open, by the bottom of the case being
removed above them, and their thus being exposed to the extremely strong currents
of air which take place at this point). By the adoption of steam engines for
petroleum motors, which is in no way excluded, both the waste steam as well as
the gases from the combustion of the fuel may be used as motive force.
2nd. The smallest front resistance surfaces, together with great driving surfaces
of the motor apparatus.
3rd. Less sensitiveness of the latter to the air of the air waves escaping
sideways.
4th. The utilisation of the wings not only as supporting surfaces but also for
moving the vehicle forwards.
5th. The stability of the position of the air ship.
6th. The power of adjusting during the journey any disturbances of the
equipoise arising from movements in the interior.
7th. A duplicate power of steering in all directions.
8th. The possibility of maintaining the centre of gravity in the front part of the
vehicle during all the phases of the movement.
9th. The capability of using proportionately short and broad, instead of narrow
and long, wings, and, therefore,
10th. The possibility of carrying out the system of flying machine itself in the
Jargest dimensions.
Dated this 28th day of August 1893.
WM. P. THOMPSON & Co.,
Agents for the Applicant.
COMPLETE SPECIFICATION.
Improvements in and connected with Flying Machines.
A communication by GUSTAV KOCH, of 22, Schmellerstrasse, Munich, in the
Empire of Germany, Engineer.
I, WILLIAM PHILLIPS THOMPSON, F.C.S., M.I.M.E., of The Agency for
Foreign Patent Solicitors, 6, Lord Street, Liverpool, and 6, Bank Street,
Manchester, both in the County of Lancaster, and 323, High Holborn, in the
County of Middlesex, Civil Engineer, 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 :-
In this air ship, a peculiarly constructed paddle wheel is employed and combined
with a specially constructed air ship.

page_text: Figures 1 and 2 are side and end views respectively of the paddle wheel.
Figure 3 is a separate view of the worm disc.
Figure 4 is a plan view:
Figure 5, a front view: and
Figure 6, a side view of the air ship and paddle wheel.
Figure 7 is a view in detail of the springs u¹.
The paddle wheel consists of a bushing c provided with a flange-like disc b
the bushing is keyed on each side of the axis a, and these bushes are separated as
far apart as the width of the wheel permits. The wheel spokes d, which consist of
steel tubes or the like flattened and made conical at the ends, are arranged on the
flange-like discs b, and the frames e¹, which are covered with sail cloth ; or the
like, are movably arranged by means of their axes e in the outer ends of these
spokes, which latter are rigidly interconnected.
Whilst the axes e of the paddles are connected at one end with their respective.
spokes d by means of adjustable rings, at their other ends outside the rim of the
spokes, a small bevel wheelf is arranged on each axis, which wheel is operated by
means of another bevel wheel g of half the size.
These bevel wheels g are fixed on small steel tubes i running along the wheel
spokes in ball bearings h, the steel tubes being further provided at both ends with
ball points and running between bearing blocks k provided with set screws.
A short thread is formed at the inner end of these steel tubes i, in which thread
a disc m, with a worm on its face, see Figure 3, which is loosely seated on the
wheel axis, engages in such a way that, at a given revolution of this disc, the screw
thread will also make one revolution, the pitch of both parts runs in the direction
of the rotation of the wheel. The worm disc m has a slot at n, and is connected
with the bearing o of the axis of the wheel by means of a pin p in such a way that
it may be turned on the axis to correspond with the length of the slot.
In fitting up the paddle wheel, care must be taken that, whilst the uppermost
paddle stands horizontally and the lowest one vertically, Figure 1, the others are
arranged in such a position that, on the rotation of the wheel, when they have
reached the topmost or lowest point, they may also stand horizontally or
vertically respectively.
At each complete revolution of the wheel, the paddles e e¹ ; each make a half
revolution in an opposite direction to the movement of the wheel, and this because
the screw threads, arranged on the rods i, slide on the rising thread of the worm
discs m, and in consequence of the circumstance that the small bevel wheels g at
the outer ends of the rods i are only half the size of the bevel wheels f of the
axes e of the paddles operated by them. The arrow in Figure 1 shows the direction
of rotation.
It is evident that the positions assumed by the paddles on the lower half of the
wheel are favourable to the desired result of driving forward, not excluding those
situated at the level of the axis moving in an ascending direction, also that the
horizontal position of the paddles which are coming to the highest point is also no
disadvantage.
The positions of the top and front paddles when descending during the rotation
of the wheel, and also those of the paddles when again approaching the summit,
afford no essential unfavourable moment, as the air pressure against the same in
the phases of motion in question can, in view of the angle of inclination to the
direction of the motion, only be a small one, and the positions of the paddles,
especially the more they are distant from the highest and lowest points, only
correspond to the positions of the screw wings suitable for the movements in
question.
The worm disc and screw thread are actually less for producing this rotation, or
for transmitting power for this object to the axes of the paddles, but rather in a
reversed proportion, the inclination of the paddles will revolve in a reversed

page_text: direction to the direction of rotation of the wheel, and may be suitably regulated
by the mechanism in question.
The circumstance is of special advantage that, during flight, the air streaming
against the body on which the paddle wheels rotate is drawn up or attracted by the
downward movement of the paddles, is deflected from its direction, and thereby the
resistance of the same to the movement and speed of the vehicle in question is
reduced to a minimum.
In applying the hereinbefore described paddle wheels R in connection with this
improved air ship, one is arranged on the right and left of the front part of an
extremely slim, rectangular case or frame G, which is higher than it is wide, is
pointed in front and is flattened at the rear. These wheels R are arranged on a
crank axle a, which passes straight through the case or frame and projects at each
side beyond the same to an amount corresponding to the width of the wheels; the
motor M acts directly on this cranked axle.
The worm discs m of the paddle wheels are adjustable outside the case of the air
ship by means of the pins p and slot n, Figure 3, to the extent of about revolution,
and are connected with the outer bearings or crank axle a. When the pins pare
in the centre of the slots n, the uppermost paddles must stand exactly horizontal, as
shown in Figure 1, so that the worm discs may each be turned backwards or
forwards about of a revolution by the steersman of the ship by means of a lever
arrangement, and thereby the point of the periphery of the wheels which coincides
with the horizontal position of the paddles may be suitably moved forwards or
backwards.
Above and behind each of the paddle wheels, a slightly upward domed wing L,
which is made larger to correspond with the weight of the whole, is arranged,
whilst, at the rear end, there is placed a steering sail S resembling a bird's tail,
capable of being moved forwards and backwards, upwards and to right or left, and
beneath this sail there is another similar vertical one E for the object of altering
the direction of flight.
As the displacement of the air by the downward pressure of large surfaces can
naturally not take place so rapidly as in the case of small ones, the supporting power
of the wings increases in a greater proportion than their size; in default of exact
experimental data for fixing the requisite extent of surface for the wings, the
proportion, which is probably estimated too low, for this air ship has been taken of
10 kilos. weight per 1 square metre of carrying surface, calculated on a total
weight of the ship of about 800 kilos.
A further means of steering is afforded by the adjustability of the worm discs m
on the paddle wheels, to which allusion will be hereinafter made.
There is a simple steel or bamboo tube B, which, when the machine is at rest,
holds the wings by means of drawn wires, but which can be drawn in during a
flight.
The wings are connected with one another by means of bars v, which traverse
the case G and engage in the slots u, they may be forced upwards by the air
pressure, in which case the springs u', see Figure 7, contained in the interior of the
case G exactly in front of the slots u, expand upwards and press them forward.
For fixing the wings L in position and securing same against breakage, wires are
stretched on the front edges of both carrying surfaces towards the end of one of
o the bars A, Figure 6, which extend the point of the case G; for the same object,
the following arrangements are also employed whilst preserving the characteristics
of a bird's wing:-
Two pairs of flattened steel tubes D³, with their sharp edges projecting forwards,
are provided before and behind the paddle wheels at D on the sides of the case and
directed upwards and outwards. These tubes are connected by means of strong
steel wires both with one another and also with the front and rear under parts of
the case G.
Thinner wires run from the points P of the wires, which connect the front pair

page_text: of steel tubes with the rear pair, to points on the underside of the wings L,
Figures 4, 5 and 6, suitably strong spiral springs may be inserted in the wires
which branch off to the hinder support bars, so long as the elasticity of the material
is not sufficient to allow of the wings being pressed upwards to a certain extent by the
wind pressure from below. If now the whole apparatus be presumed to be floating
in the air or descending horizontally, the wings L are subject all over their surface to
an upward pressure of the air from below, which not only delays the descent of the
body, but, in consequence of the position of the collecting point D of the supporting
wires, and of the centre of gravity of the whole, and owing to the upward pressure
of the air, thus stretching the springs u¹ in front of the connecting bars of the
wings L, this acts forwards, that is at Q, Figure 6, the very sharp edged wings
themselves overcome the resistance of the air to their horizontal movement, and
also on their part assist the forward motion of the vehicle.
The process becomes quite evident, if it be imagined that an umbrella with the
stick arranged eccentrically is moved rapidly downwards. The umbrella will then
always incline sideways in the direction from the centre to the stick. It is evident
that this pressure of the wings to the front cannot take place, but the opposite
effect is produced if the centre of gravity Q of the vehicle lies behind the centre
of the supporting surface, and herein lies the explanation why the theoretic require-
ments of power hitherto assumed for screw aeroplanes always remained so greatly
behind the actual amount.
The air encountered by the working paddles (in Figure 1 of the three lowest) of
the wheels R is driven backwards, and it is in the power of the driver of the
vehicle, by revolving the worm discs m on the paddles, to cause the air to break
more or less on the under surface of the wings, and thereby to increase or diminish
at will the pressure of the air under the same, which, when carried out at only one
side, renders it possible to steer to right or left, or, when carried out simultaneously,
also in a longitudinal direction, but also, when combined with a movement of the
tail surface S to right or left, is of value for adjusting disturbances of the equipoise
of the vehicle caused by any movement of the passengers contained in the same.
With the existing proportions of the centre of gravity to the unequal division or
distribution of weight and carrying surface, such an apparatus, if the motor be
presumed to be inactive, would not descend in a horizontal position as assumed in
the preceding pages, but would incline or bend with the point downwards, and
follow gravitation in a perpendicular direction.
By the action of the paddle wheels R operated by the motor M, such an abrupt
descent of the vehicle is, however, prevented; the line of flight will, on the
other hand, be much more in a plane. It would, however, in view of the
proportions herein before mentioned, in a normal position of the worm discs m, never
attain a horizontal or upwardly ascending direction, if, in addition to the possibility
of altering the action of the paddle wheels by turning the worm discs backwards,
(which causes a diminution of the speed of the movement of the vessel, together
with an upward turning of the tail S which can also momentarily direct the
movement upwards) a further factor did not come into consideration in the above
system of flying machine.
This is the reaction power of the motor, the extremely important action and
utilisation of which appear, up to the present, to have been overlooked by all flying
machine experts.
This power of reaction, or back stroke of the motor, has, in this case, a tendency
to turn the apparatus backwards on the axis of the paddles, as it lifts or raises the
front part of the vehicle, and depresses the rear part.
The air beneath the wings and tail (the larger part of which surfaces lie, as is
well known, behind the axis of the paddles and the centre of gravity of the
apparatus) presses, however, against it in an abnormal manner as it is rendered
denser by the masses of air thrown backwards by the paddles. Owing to the axis
of the paddles, or the point at which the backward revolving reaction force of the
motor takes effect, being situated in the fore parc of the case, the lever from this
3

page_text: point to the end of the tail is very long, and as also the centre of gravity of the
whole apparatus falls essentially in front of the centre of the carrying surfaces, it
appears absolutely impossible that the apparatus can come into a position of
backward inclination of more than a few degrees, always presuming that the position
of the worm discs, and thereby of the wheel paddles, is a normal one, as the heavy
body of the vehicle must to a certain extent be raised on the relatively weightless
tail.
Whilst in the above mentioned perpendicular descent of the vehicle, the air at
the moment contained under the wings and weighted and thereby compressed by
them, can comparatively easily escape backwards and thus be withdrawn from the
pressure bearing upon it, it becomes always more difficult to do so after the reaction
force of the motor comes into play and swings the apparatus into a horizontal
position, or even with its rear part beneath the latter, as the existing compression
of the air under the supporting surfaces becomes always more intense, more
resistant and more capable of supporting (the weight), so that in a normal course
(as soon as the vehicle is brought out of the presumed downwards motion into a
horizontal position) a limit is set to the turning motion of the reaction force of the
motor by the counter pressure of the air.
The regulation of the position of the air ship in a longitudinal direction may
thus take place in two ways, either by extending or shortening the surface of the
tail S, by moving the same backwards or forwards, by spreading it like a fan, or by
moving the separate parts of the same one over the other, or also by adjusting the
position of the paddles of the driving wheels R by means of suitably turning the
worm discs m on the latter, but, in any case, the centre of gravity of the machine,
which is the main point, always remains in front of the centre of the carrying or
supporting surfaces.
It may then be asked, what becomes of the reaction force of the motor which
always exists and is equal in value to the weight of force removed from the paddle
wheels of the motive arrangement, or whether no other effect is produced than that
it assists to regulate the position of the vehicle.
The process is as follows:-
By the reaction force of the motor, the rear part of the vehicle, and therewith
also the rear part of the supporting surfaces, wings and tail, receive a downward
pressure, and these parts, which, by reason of the counter pressure of the air,
increased by the action of the paddles, and in consequence of the elasticity of the
material and their constructive arrangement, normally describe a downward and an
upward curve respectively, are transformed so that, seen from the side, they
present an appearance of describing two almost horizontal curves. This waved
form, when looked at from above, at once reminds one of a fish when moving
forward.
By the constant change which takes place owing to the movement of the vehicle
of the layers of compressed air which are contained under the wings and are
thrown back by the paddles, this fish-tail-like transformation of the elastic
supporting surfaces, standing eccentrically opposite both the point of attack of the
reaction force as well as the centre of gravity, becomes permanent, and the result
is that, as the air can only escape and evade the pressure upon it by the rear,
exactly the driving forward by the wings as the action of a part of the reaction
force of the motor takes place, as was previously shown, by employing the example
of an umbrella.
The remainder of this important force acts in the direction of the lifting,
supporting the floating effect.
The whole arrangement of the supporting surface may thus be regarded, in the
present case and in view of the kindred relations of fish and bird, to a certain
extent as a double bird's wing permanently maintained by the crank axle of the
motor in the most effective phase of down stroke, whilst, instead of the movement
of the wings, the compressed air contained beneath them appears to be moved, by
the masses of air thrown backward by the rotation of the wheels.

page_text: The reaction force of the motor, in combination with the air thrown backward by
the rotation of the paddle wheels, works in this case with a lifting effect, combined
with a certain amount of forward movement.
The forward driving forces thus act, in this proposed form of construction of a
flying machine, both on the under as well as the upper part of the body of the same,.
and in this way the wings of the apparatus appear as a peculiar characteristic, as
against the known aeroplanes, not only as supporting surfaces but also as parts of
the motive apparatus of the vehicle, as in the case of a bird floating without flapping
the wings.
Herein is for the first time the completion of the hitherto always insufficient
explanation of the floating flight of large birds.
As in the case of any ship floating in water, so, naturally, in the case of an air
ship, attention must be paid when loading the same to a suitable distribution of the
weight which is to be carried. The exact adjustment of the vehicle in a horizontal
position, or in one inclined 1-2 degrees backwards, can, however, always take place
only after the commencement of the flight, and then not at first by adjusting the
worm discs on the paddle wheels, as such an act, as already stated, involves a
diminution, if only a small one, of the power of propulsion of the latter, but, by a
suitable extension or shortening of the supporting surfaces, by the tail being pushed
backwards or forwards, or when the latter consists of several surfaces, by their
being extended or contracted.
The arrangement of the air ship also allows of its being always brought in many
ways easily and with minute exactness into any suitable position, the centre of
gravity of the whole always remains, however, in the front portion.
In order to provide for the contact of the flying machine with the earth, it is
mounted on wheels or rollers, which are arranged on a frame preferably constructed
of flattened steel tubes.
The front side of the roller supports (or legs) is hinged or runs in hinges, whilst
the rear parts of the same have a short simply toothed extension into the interior of
the case G, thus allowing of the position of the supports on the earth being fixed
during the course, or of their being drawn up at the commencement of the flight in
order to avoid objectionable resistance to the air.
The air ship is started from an inclined plane.
As both the weight of the apparatus and also the motor (during the movement
on firm ground, the action of the reaction force of the motor does not come into
play) and also the wings (as the movement is downwards) assist in the acceleration
of the abrupt downwards motion, the wings having a position slightly inclined
forward, such a speed is attained in a few seconds, and the inclined plane of the
starting station may, therefore, be a comparatively short one.
In alighting, the roller legs are first let down out of the body of the vehicle, and
then the worm discs m of the paddle wheels are turned backwards so that these
latter act more in the direction of lifting instead of driving forwards. The whole
apparatus thereby comes into a position strongly inclined backwards, loses its speed,
and comes gradually in this position to the ground.
If, however, at any time during the flight, the whole motive apparatus should
cease to work, it is the duty of the conductor to change the vehicle as quickly as
possible into a parachute, and this may be done by moving, to the rear, a portion
of the movable weight contained, which may be done very simply and even
automatically.
The descent of the vehicle, which then takes place, may be directed by the
conductor by suitably manoeuvring the tail surface.
The advantages of the system of flying machine hereinbefore described, which
strongly differs from the principles of the science of flight hitherto deemed correct,
consist in-
1st. An almost perfect utilisation of the motive force; it may be said that, after
the explosion gases of the petroleum motor, which have a very high temperature,
have become mixed with the air contained under the supporting surfaces, and have

page_text: imparted their warmth thereto (this takes place almost instantaneously owing to
the property of air as a very good conductor of heat), which involves an increase
in the carrying or supporting capacity of the air, almost the whole warmth
produced by the explosions of the mixture of gases in the motor is converted partly
into lifting force and partly into driving force. In fact, even the warmth of the
cylinders of the motor heated by the explosions may be utilised in the sense that
the cooling water, which becomes heated (by such explosions) by washing behind
the side walls of the case, which may be preferably made of aluminium, is again
cooled down and in that way is forced to impart its heat to the air under the wings,
(the cooling by water may perhaps also be replaced by cooling by air, the cylinders
of the motors being arranged so as to be open, by the bottom of the case being
removed above them, and their thus being exposed to the extremely strong currents
of air which take place at this point). By the adoption of steam engines for
petroleum motors, which is in no way excluded, both the waste steam as well as the
gases from the combustion of the fuel may be used as motive force.
2nd. The sinallest front resistance surfaces, together with great driving surfaces
of the motor apparatus.
3rd. Less sensitiveness of the latter to the air of the air waves escaping
sideways.
4th. The utilisation of the wings not only as supporting surfaces but also for
moving the vehicle forwards.
5th. The stability of the position of the air ship.
6th. The power of adjusting during the journey any disturbances of the equipoise
arising from movements in the interior.
7th. A duplicate power of steering in all directions
8th. The possibility of maintaining the centre of gravity in the front part of the
vehicle during all the phases of the movement.
9th. The capability of using proportionately short and broad, instead of narrow
and long, wings, and, therefore,
10th. The possibility of carrying out the system of flying machine itself in the
largest dimensions.
Having now particularly described and ascertained the nature of the said inven-
tion, and in what manner the same is to be performed, as communicated to me
by my foreign correspondent, I declare that what I claim is :-
1. A flying machine propelled by two paddle wheels R mounted in the front part
of the machine on a crank axle passing straight across the latter, between which
wheels the motor is placed, which acts directly on the axle and crank shaft of the
paddle wheels so that the reaction force of such motor is not wasted, but, in
combination with the action of the paddle wheels (which compress and increase the
resisting power of the air under the vehicle) as well as that of the whole elastic
material of the wings and tail S, may be employed to assist the floating and
propelling effect.
2. In the flying apparatus described in Claim 1, the arrangement of worm
discs m which operate the rotation of the paddles e¹ j of the paddle wheels R by
engaging in screw spindles which are provided with rack gearing, and which are
adjustable in order to enable the machine to be steered, substantially as herein-
before described and shown.
Dated hi acil 1
1004
WM. P. THOMPSON & Co.,
Agents.