Improvements in Flying Machines and Apparatus for Propelling C. : ; the same.
Year: 1891

page_text: Date of Application, 15th -Dec., 1891
Complete Specification Left, 15th Oct., 1892-Accepted, 15th Dec., 18 2
PROVISIONAL SPECIFICATION.
Improvements in Flying Machines and Apparatus for Propelling
C. :
;
the same.
"
:
او
T, HENRY MIDDLETON, of 3, Wellesley Villas, Wellington Street, Slough, in
the County of Buckingham, a Civil, Mechanical and Electrical Engineer, do!
hereby declare the nature of this invention to be as follows:-
According to this invention I employ one, two, or three pairs of wings to sustain
& propel my flying machines. The wings I use are similar in form to those of birds
and are usually constructed with a more or less rigid mid-rib to the upper and
lower edges of which are attached flexible, or elastic, transverse pieces or ribs, so
united that the corresponding ribs support each other in such fashion that the
flexible wing surface is more readily bent into a surface of greater curvature than
onc. of less. In other words the wing is so constructed, that when moved in a
medium it yields more easily to any fluid pressure tending to diminish the radius"
of curvature,, rather than tending to increase the same. Further, in some cases,
instead of a rigid main rib, I use one that can be bent from above downwards,
and thus the concavity of the under surface of the wing is still further increased on
the "up stroke." It being of course understood that the upper and under surfaces
of these wings are formed by stretching some light fabric of cloth, paper, silk, or
such similar covering over the mid-rib and cross-ribs previously specified.
The wings or more properly wing surfaces-thus formed, are furnished, with,
or fitted to "sockets," which sockets in turn are connected with the 'wing levers
which the engines, (or motors generally), actuate. The connection between the
wing sockets, and wing levers, is however not a rigid one, inasmuch as the wings
turn to and fro about an axis, which may generally speaking be described as at, or
near, the centre line of the mid-rib when the latter is approximately straight.
Moreover, springs and set screws govern and control the aforesaid motion which is
chiefly caused by the resistance the air opposes to the motion of the wings ou the
down and up strokes.. For the so called "mid-rib" by no means divides the wing
surface into two equal halves, but lies much closer to the anterior than posterior
edge; and the air acting on these two unequal areas causes the to and fro
movement mentioned above.
.
In addition to the motions of the wing caused by the up and down thrust of
the motor and the to and fro oscillation of the wing plane, a third movement is
generally added in those of my flying machines which are furnished with only a
single pair of wings. (Though I by no means limit myself to applying this third
movement only to two winged machines.)
This third motion consists in or is caused by, the whole driving engine of the
machine being rotated through a small arc to and fro about the trunnions on which
it rests. Some forms of these trunnions were described in my Specification,
No. 9725 for 1888. However, the main object of these, trunnions is not to give the
to and fro motion spoken of, but chiefly to enable the whole wing stroke to be
made in a direction more or less inclined to the vertical; 'inasmuch as when the
machine flies horizontally the direction of the thrust and pull of the engine on the
wing levers is nearly vertical, or the wing strokes are approximately vertical,
the wing being flapped up and down. But when the machine flies upwards, or
downwards, the plane of oscillation, of the wings is inclined to a greater or less
extent to the vertical; the idea being that, generally speaking, the plane of wing
oscillation is approximately at right angles to the machine's line of flight, at least
when such line of flight is either horizontal, or makes only a small angle with the
horizon. Well then, the third motion impressed on the wings consists in causing
:
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page_text: them to rock to and fro, about said plane of wing stroke, whether this plane be
vertical or inclined. Still-this motion is not essential; and is generally omitted
in machines which have more than one pair of wings.
Again, machines with only one pair of wings are sometimes furnished with one
or more screw propellers instead of the front inclined plane. Or, such screws may
be placed at the back of the machine if desirable, but generally the front is best.
It is true that with properly constructed & properly moved wings such propeller
(or propellers) is not necessary; but they are useful in enabling us to simplify the
mechanical construction, & the complication of movement which must otherwise
be impressed on the wing in order to secure both propulsion & sustention in its
action. And, in this connection it may be noticed that when a wing is required
to have great propulsive power, its extremity should be turned rather backwards,
& be somewhat flattened out in order that it may be flexible in both directions
(up & down); & further, it is better that such wing have one or more joints to
enable it to be bent in a more or less horizontal direction or plane: it is then to avoid
complication of wing construction & motion, here but briefly hinted at, that the
propeller attachment has been invented by me. Assuming then, that such screw
be used, I proceed to state that when such is adapted to some of the kinds of
machine I am speaking of, & whose general types are described and illustrated in
my previous Specification No. 9725 of 1888, such screws are in general driven by
an additional steam cylinder in convenient position either in front or behind the
main parts of the machine: according as the propeller (or propellers) is in front
or behind the whole apparatus. But when I use two or more pairs of wings, it is
generally more convenient to drive the propeller (or propellers) which takes the
place of either front or back inclined plane (as convenient) by the main crank
shaft, whose rotational speed can be suitably increased by multiplying gear so as to
run the screw shaft (or shafts) at proper velocity. And of course it is to be
understood that when two propellers are used, their axes may be placed either
parallel or concentric, as deemed best.
6.
"
Lastly in this connection, I should mention still another type of two winged
flying machines which I have invented. Namely that wherein the wing cylinder
does not oscillate as in the kinds previously described. In this new type the wings
are driven commonly by a single vertical cylinder, & the main crank shaft having
thus no motion of oscillation but only one of rotation can easily be made to drive-
either directly or by suitable gearing-another shaft carrying a screw-propeller.
Commonly the screw shaft is made to run at greater velocity than the main shaft
whose cranked portion works the wings up & down in turning through a slotted
piece to the outer parts of which the Y shaped wing levers are attached. Further,
this main shaft is pulled over its dead points by a dead-center-passer
arrangement similar to that described in my Specification No. 9725 for 1888, & of
or spring
course the inertia of the rotating propeller, materially assists in keeping up the
rotation of the main shaft when passing its "dead points." But, as for reasons
I have previously hinted at, the propeller, or screw, is not an essential part of such
flying machine in all the machines of this type it is made detachable, & the
machine can then driven forward by its wings alone: unless indeed the wings be
constructed with such curvature & have such motion given them by design that
they only sustain, & do not propel the flying machine-which can be done-then
in this case the screw is essential for flight, as otherwise the machine will not move
forwards. The flying machines I have invented of the fixed cylinder type, have
an arrangement added by means of which the whole amplitude of oscillation of
wing plane during the down & up strokes can be increased or diminished at will,
or the inclination of such wing plane can be changed with reference to the plane
in which the wing as a whole, beats. This is done by having two rods attached by
a pivoted or hinged "Y" shaped joint to the ends of the "mid-rib" of the wings;
& by giving these rods a slight to & fro motion, the angle of wing plane, its
amplitude, or its mean position can be automatically altered, or set at will in any
desired position. A tail, or back supporting plane is commonly used with this

page_text: type of machine, but as it is not essential that the screw be placed in front, but
may be placed behind this type of flying machine, so the supporting plane in
question may be placed either behind or before the machine according to the
position judged best for the screw. And naturally other small changes- -to wit
those of position of generator &c. &c.-are involved in the changing the position of
the screw, but they are far too obvious to require description in a Provisional
Specification.
To work the wings of my flying machines, I employ different kinds of motors.
The first kind of motor consists of a light tubular boiler: and its tubes may-as
to shape be either cylindrical or conical-and as to position--either vertical
horizontal or combination of such forms, or coiled into a helix. Over the tubes
is placed a casing of mica or other light and non conducting substance, and they are
heated both by a furnace, (or burner) and by an eliopile the vapour from which
plays on the upper parts of the tubes furthest removed for the influence of the
furnace. Generally speaking, it is better either to keep these boiler tubes quite
full of the liquid whose vapour forms the "working substance" of the engine, or
only to inject each time as much fluid as is necessary to generate the steam used
per stroke. To both of these systems there are of course some objections. The
objection to the completely full boiler, is the great pressure we are compelled
to use, and the necessity for a superheater; the objection to the use of the nearly
empty boiler, is the danger of over heating the tubes and the rather uncertain way
the fluid is evaporated: while the more common method of using a half full
boiler to furnish steam for a steam-engine, has the defect of permitting too great
mobility of the water within it. Hence none of these types are very satisfactory,
the objections however are such as apply to marine generators quite as much-if
not rather more-than to flying machine boilers of these types, and are not caused
simply by adapting such to a flying machine. I by no means limit myself to the
employment of water (as the liquid whence the "working substance" is generated)
in my flying machines, indeed, I consider it inferior to many other easily vaporisable
fluids for the purpose specified. For though the "specific steam volume" of the
vapour of water is larger than that of most liquids, the temperature of such steam
is so high that its energy is rapidly dissipated, and it is difficult to prevent this
radiation in flying machines. There are other reasons also why some of the other
easily condensible gases or volatilizable liquids possess properties superior to water
for the purpose specified; but a Provisional Specification, is not the place to
discuss the same. However reference should be made to this grave defect in
all the types of boilers above mentioned, to wit, in practice they all require to
evaporate about 28 pounds of liquid per hour for every horse power produced.
The distance then to which such machines can fly without resupplying the fluid
from which "the working substance" is generated is comparatively small: hence
though use such boilers I prefer to use in my flying machines a generator so
contrived and constructed that the larger proportion of the weight of the working
substance is not put on the flying machine, as a load for the engine to carry, until
a few moments before it is actually required. In other words, instead of using
water or other liquid whose vapour forms the whole "of the working substance" of
the engine, I use air, heated by chemical combination with some liquid, or solid, as
my "working body," and thus the range or exhaust of flight of my flying machines
is greatly increased inasmuch as part of the working substance is supplied by the
surrounding air.
My second kind of motor; or generator, to speak more accurately, consists then
of a sort of air engine in which a combustion chamber is filled by a pump with the
amount of atmospheric air requisite to combine with chemically (or "burn,") the
combustible liquid, or solid, likewise forced under pressure into the combustion
chamber by a pump or other suitable means. Of course the energy required to
compress the air, sufficiently to make it enter the combustion chamber is great;
but the amount of energy developed by the chemical union of this with carbon, or
some of the hydrocarbons is greater still; and so much greater, that a more efficient

page_text: ·
engine than the steam-engine is produced. Then too, in some instances I employ
the expansive power of gunpowder or some similar compound to work the air
injecting or feeding pump. And of course I surround the combustion chamber
with a water jacket, the steam continually forming in which may be utilized for
working parts of my flying-machine. For example, the screw propeller attached
to some of the types mentioned above. Or, instead of using a gunpowder pump
or air compressing pump actuated by explosions of gunpowder I may find it, best
to use the vapour from said water jacket to work the air or feeding pump. And
if it be practicable, I propose to dialyse the air by passing it through india rubber,
or otherwise enriching with oxygen the gaseous mass introduced into the combustion
chamber. Of course another way of increasing the percentage of oxygen in the
gas of the combustion chamber is by employing a gas holder containing oxygen in
a highly.compressed state, & allowing its own elasticity to force it into the vessel
where it is burnt. While its pressure may be kept up in the gas holder by pumping
water into the same as fast as the oxygen flows out.
<
The arrangement of the different organs of the flying machine-to wit-the main
cylinder (or cylinders), boiler, (or generator), superheater-if there be one"
pumps &c. is a matter of engineering rather than invention. For, naturally the
weights have to be more or less nearly balanced on opposite sides of the line joining
the centre of pressure in the wings. Generally speaking I find it most convenient
to place the boiler behind, & the superheater before the main cylinder, and
lindeed I find it frequently best to employ a superheater for the sake of balance
even the liquid to be evaporated could be just as conveniently converted into
steam" by the use of a single, & but slightly larger "boiler," or generator,
Lastly, in order to automatically alter the plane of wing stroke, I commonly
apply to one of the trunnions a mutilated cogwheel into which gears an endless
screw driven by bevel wheels, of which one is on the crank shaft of the inain
(cylinder. Thus by setting the wings so as to strike well forwards on the down
stroke & at the same time increasing the pressure in the boiler or generator to a
degree greater than it can maintain for any length of time when the engine is
running normally or at full speed, I thus store a large amount of energy in my
boiler which enables me to start my machines without employing complicated
starting apparatus. Then, while the flying machine is acquiring horizontal velocity
sufficient to enable its small wings to sustain it, the "endless screw" geared to the
crank shaft keeps slowly turning the mutilated pinion on the trunnion with it the
cylinder, wing levers &c. &c. until the wings are brought into the position they
should have when the machine is in full flight. This position is supposed to be that
at which the screw no longer moves the mutilated wheel, & the wings are left in
their proper position.
Dated this 14th day of December 1891
i
COMPLETE SPECIFICATION..
Improvements in Flying Machines and Apparatus for Propelling
the same.
I, HENRY MIDDLETON of 3, Wellesley Villas, Wellington Street, Slough, in
the County of Buckingham a Civil, Mechanical & Electrical 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 :-
21
I
According to this invention, I employ one, two, or three. pairs of wings to
sustain & propel my flying machines. The wings. I use are similar in form to
those of birds, and are usually, constructed. with a more or less rigid midrib to the
upper & lower edges, of which are attached flexible, or elastic, transverse pieces!
or ribs, so united that the corresponding ribs support each other in such fashion

page_text: that the flexible wing surface is more readily bent into a surface of greater
curvature, than one of less. In other words the wings are so constructed, that
when moved in a medium they yield more easily to any fluid pressure tending to
diminish their radii of curvature, rather than that tending to increase the same.
More will be said later concerning their construction after I have described the
general arrangement of the flying machines in which one, & two pairs of wings
are used.
:
Of course as the mathematical conditions of flight in air and water are closely
similar, it follows that the practical solutions of the latter problem which I have
long given in my Specifications for submarine ships are theoretically-if such
expression be allowed-applicable to air flying machines, the physical difference in
density of the air fluid, from the water fluid, alone being the cause of variation in
construction of the moving mechanism of the apparatus, whereas the wing motion
is in both cases the same. And just as have made boats with one or two pairs
of wings fly under water, up, down, or horizontally, so do I use the same wing
motion to effect a similar kind of locomotion in air. In my Specification No. 9725
for 1888 I have described and shown several forms of flying machines with one
pair of wings. I now and to the drawings of some of the types somewhat different
forms of the generators or boilers which (though described) were not illustrated in
the figures of my previous Specification: and I have here added another machine
of the same two-winged type spoken of; for besides showing the eliopile (or vapour
lamp in which part of the vapour for the lamp is used to heat the lamp itself) &
wing sockets described in the Provisional Specification the arrangement' of the
different parts presents further novelty inasmuch as the steam and exhaust pipes
play the part of framing in addition to their ordinary functions, and thus the
necessity for further framing is nearly dispensed with.
1921
On the other hand a third variation of the 1st type of two-winged machines
is so easily described in words that it appears a work of supererogation, "to
introduce drawings of it, the more so as it is exceedingly similar to the 1st
variation in the second type of machine Figs. 5 & 6. (that with four wings) as the
following explanation may stand without further illustration. Thus if we suppose
(see Figs. 5 & 6) the front pair of wings removed and a deadpoint passer added to
the crank shaft of the second cylinder, the first cylinder (whose sole function is to
carry the crank round the dead point and secure uniform rotation of the shaft)
being supposed to be suppressed, we get a pretty complete concept of the machine
spoken of It being understood that the boiler may be put before or behind the
wings as balance requires.
: Of four winged machines (or machines with two pair of wings) two variations of
that type are given. The first has already been just alluded to; and for further
explanation we may remark that-when the machine is in motion-varying the
inclination of the front inclined plane may be made to cause the machine. to
'ascend or descend (the propeller aiding the wings in driving it forward): while
change in the direction of the machine's horizontal motion is.effected by the rudder
at the back. In the second variation of the second type a pair of cylinders
whose cranks are at right angles drive oscillating wings in a manner entirely similar
to that 'described for the navigation of submarine boats in my Specifications
Nos. 5399 and 15,283 of 1891 respectively. The cylinders are stationary & as the
front inclined plane whose function is to secure change in a vertical direction is
omitted, the device of causing the wing stroke plane to change and the front to
vary more than the back causes the machine to rise or fall.
.:
There is, it is true, an inclined plane in this machine but it turns about a vertical
axis in order to cause the machine to move to the right or left.
And lastly a propeller is added for the purposes of propulsion, and reasons which
are more fully described in my submarine boat Specifications mentioned above:
but the screw propeller may be omitted if desired as I do not bind myself to employ
it in all cases!
With regard to the wings themselves, it is of course to be understood that their
F
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page_text: upper and under surfaces are formed by stretching some light fabric of cloth, paper,
silk, or such similar or suitable material over the midrib and crossribs previously
mentioned.
However as it is extremely difficult to make a wing of the requisite or proper
flexibility & fitness to turn automatically by air-pressure so that the vertical
resistance to its motion is nearly nil on the upstroke, while it at the same time
powerfully propels in a forward direction: I have had to employ the device
previously invented and applied with success to the "fins" of submarine boats,
whereby the wing plane is allowed to turn in a definite way about a hinge or axle
situate in the midrib. These wings then are furnished with or fitted to sockets,"
which sockets in turn are connected with the wing levers which the engines (or
motors generally) actuate. The connection between the wing sockets, & wing
levers is however not a rigid one, inasmuch as the wings turn to & fro about an
axis which may generally speaking be described as at, or near, the centre line of
the midrib when the latter is approximately straight. Moreover, springs & set
screws govern & control the aforesaid motion which is chiefly caused by the
resistance the air opposes to the motion of the wings on the down & up strokes.
The ends of these springs are attached to the ends of small arms on the wing
socket & wing lever respectively, & the set screws act as stops as shown at g Fig. 1.
& 991 Fig. 3.
The so called midrib by no means divides the wing surface into two equal parts
but lies much closer to the anterior than the posterior edge & the air acting on
these two unequal areas causes the to & fro movement mentioned above.
In addition to the motions of the wing caused by the up and down thrust of the
motor & the to & fro oscillation of the wing plane, a third movement is generally
added in those of my flying machines which are furnished with only a single pair
of wings. (Though I by no means limit myself to applying this third movement
only to two-winged machines.)
This third motion consists in or is caused by, the whole driving engine of the
machine being rotated through a small arc to & fro about the trunnions on which
it rests. Some forms of these trunnions were described in my Specification No. 9725
of 1888. However the main object of these trunnions is not to give the to & fro
motion spoken of, but chiefly to enable the whole wing-stroke to be made in a
direction more or less inclined to the vertical; inasmuch as when the machine flies
horizontally the direction of the thrust & pull of the engine on the wing levers is
nearly vertical, or the wing strokes are approximately vertical, the wing being
flapped up & down. But when the machine Hies upwards or downwards, the plane
of oscillation of the wings is inclined to a greater or less extent to the vertical;
the idea being that, generally speaking, the plane of wing oscillation is approxi-
mately at right angles to the machine's line of flight at least when such line of
flight is either horizontal or makes only a small angle with the horizon. Well
then, the third motion impressed on the wings consists in causing them to rock to
.& fro, about the said plane of wing stroke whether this plane be vertical or inclined.
Still-this motion is not essential; & is sometimes omitted in machines which
have more than one pair of wings. -
r
Again, machines" with only one pair of wings are furnished with front & back
inclined planes to enable them to more easily to be balanced, & further prevent,
or retard, the tendency to vertical motion (oscillation up & down) which the
centre of mass of the whole machine has under the united influences of gravity,
& the up & down thrusts given to it by the wings. In machines with two-or
more pair of wings, these inclined or steadying planes are of much less use,
inasmuch as although the four wings are supposed to "beat" together, as they
are smaller, & move more rapidly than the pinions of a two-winged machine
the trajectory of the flying machine as a whole is quite nearly enough a straight
line for all practical purposes-or in other words the sinuosities of the actual
curve described, too small to render necessary additional complication of apparatus
.advisable.

page_text: To work the wings of my flying machines, I employ different kinds of
generators.
The first kind of generator consists of a tubular boiler of a great number of"
thin & small (in diameter) tubes; these tubes may be conveniently bent at an
angle of 140° (or thereabouts) so as to present a long inclined portion to be,
subjected to the heating effects of the furnace or lamp, the vertical portion of the
tubes being put in moderately close proximity while their lower bent ends radiate
outwards from the central bundle so as to form a figure somewhat like an inverted
wine glass; the tops & bottoms of all the tubes being connected by piping so as to
afford water & steam communication, and as many layers of such system of tubes
are superposed as is convenient (see Fig. 7 following); or, I may use the sort of
boiler or generator invented for propelling my steam tricycles and described in
my Specification No. 15,920 of 1890. Or I may use a simple helix or set of
concentric helices as a convenient form of steam generator.
A second form of generator is so contrived & constructed that the larger propor-
tion of the weight of the working substance is not put on the flying machine as a
load for the engine to carry, until a few moments before it is actually required.
In other words, instead of using water or other liquid whose vapour forms the
whole of the "working substance" of the engine, I use air, heated by chemical
combination with some liquid, or solid-(as by burning) as my "working body”
& thus the range or extent of flight of my flying machines is greatly increased
inasmuch part of the working substance is supplied by the surrounding air. My
second kind of motor, or generator, to speak more accurately; consists then of a
sort of air engine in which a combustion chamber is filled by a pump with the
amount of atmospheric air requisite to combine with chemically, or "burn " the
combustible solid or liquid likewise forced under pressure into the combustion
chamber by a pump or other suitable means as described in my Specification
No. 13431 for 1889. Of course the energy required to compress the air sufficiently
to make it enter the combustion chamber, is great; but the amount of energy
developed by the chemical union of this with carbon, or some of the hydrocarbons
is greater still, & so much greater, that a more efficient engine than the steam
engine is produced.
Lastly, in order to automatically alter the plane of wing stroke, 1 commonly
apply to one of the trunnions a mutilated cog-wheel r (Fig. 11.) into which gears
an endless screw u driven by bevil wheels v of which one is on the crank shaft of
the main cylinder. Thus by setting the wings so as to strike well forward on the
down-stroke & at the same time running up the pressure in the boiler or generator
higher than it can maintain if the engine is running at full speed, I store a large
amount of energy in my boiler to enable me to start my machines easily. Then,
while they are acquiring horizontal velocity the "endless screw "geared to the
crank shaft slowly turns the mutilated pinion attached to the trunnion until it has
brought the wings into the position they should have when the machine is in
full flight; & then as the screw is supposed to act no longer on the mutilated cog-
wheel, the wings rest in the position they were left.
In order that my said invention may be most fully understood & readily carried
into effect I will proceed to describe the drawings hereunto annexed.
DESCRIPTION OF THE DRAWINGS.
A
Fig. 1 is a representation of a small two-winged flying machine in which a is
tube playing the part of framing which connects the boiler 6 (or other generator)
& the cylinder c there is another tube not shown in Fig. 1. (but seen at s in
Fig. 2.) which acts as the steam-pipe as well as the framing piece.
Between these two pipes the cylinder c, turns, a simple eye being attached to
the end of a which passes over the pivot t on the 'cylinder: while the bent- end
of s first passes through a stuffing box & then acts as a hollow trunnion for c. to
In a similar fashion the exhaust pipe from the steam chest passes round
turn on.

page_text: the back of the cylinder and then by means of a stuffing box communicates with
the fixed exhaust pipe which is fastened to the boiler at z. If an incombustible
vapour as water is used as the working substance the exhaust pipe opens into
the air so as not to interfere with the combustion of the heater : but if instead
some combustible vapour is made use of as the working substance, the exhaust pipe 5
is continued a little further (as shown in the drawing) in order to bring it under the
heater for the exhaust gas to be burnt in it. The eliopile e is used as an addi-
tional source of heat, & in order to increase the draught. It slides between the...
wires y, y, in order that the balance of the machine may be better adjusted. Of"
course a stuffing box arrangement may be used at u in order to permit this shifting
of e, & the heated liquid and vapour driven out from e by its own pressure is burnt
at orifices in the ring r, or tubes attached thereto, for the purpose of directing
the flame against any convenient part of the boiler. The boiler 6 is supposed to
consist of a great number of fine tubes (only four large ones are shown in order to
diminish the labour of drawing a number of small ones). The whole tube system 1
is surrounded by the case f (which may be put on by loosening the fastenings.
at, & then swinging the exhaust tube in the stuffing box, which is shown
under t. The cylinder c is figured, as inclined at its maximum in order to enable
the machine to "hover," or sustain itself in the air without moving forward...
i & are the sockets for the tail piece and front inclined plane; both of which
may be hinged and capable of being set at any angle if desired, is a hollow, tube.
acting as part of the frame: & d is the "deadpoint-passer."
Of course the eliopile e has a mica case or wire netting-as convenient to prevent,
currents of air blowing out the flame of the cotton wool (which is saturated with
methylated spirits or other convenient combustible) burnt under e. Further
the eliopile may be made of as many tubes as is convenient. w is a section of the
wing whose outer portion is removed: & v is a safety valve; & d, gearing to set
cylinder in any position & w one of the wings (in section) with controlling springs
& screws at g. k & are hollow tubes acting as part of the framing.
Fig. 2. is a front view of same flying machine represented in Fig. 1. As before
c is the cylinder, s the steain pipe, s₁ a tap for shutting off the steam: is the exhaust
pipe in a piece of framing & n & n, the wing levers. The functions of the rest of
the lettered pieces have already been described in Fig. 1.
Fig. 3 is a front view of the "engines" of another of the types of my two, winged
flying machines. As however this "engine" was figured & described. in my
Specification No. 9725 of 1888, it will suffice here to state that c & c¹ are, the
cylinders driving the wings w, & w². n & n' & m & m' are india rubber cords used
to prevent the inertia of the wings doing them damage towards the end of the
strokes. & fare parts of the framing for connecting the cylinders & boilers etc.
&& are the wing levers. q & q' the wing springs & stops.
Fig. 4 is a side view of the same machine, the steam (or vapour) generators & b
being shown in position together with most of the connecting framing some parts of
this latter are however represented omitted or broken away so as not to conceal
important pieces of machinery. Here again, c & are the driving cylinders
bis the square case of a tubular boiler, the boiler, itself being composed of a system
of small tubes arranged after the fashion of the boiler described in my Specification
No. 15920 of 1890, for tricycles.
с
Two tubes of which one (u) is only shown, run down from the top of the boiler &
passing out by the bottom (just over-the heater h) go-thence to the superheater '.
s is the steam pipe which passes from the superlicater to the cylinders & c.
As the cylinders can be made to be inclined, (or turn through a small angle) on
their supporting trunnions (as described in Specification No. 9725 of 1888) the lower
portion of the steam pipe must be made flexible. a is a lozenge-shaped frame for
supporting the front inclined plane i & back inclined plane t; both of which turn on
pivots & can be set at any desired angle: while y & are other pieces of frame-
work helping to hold the boiler & superheaters in position.
e is the vapour lamp sometimes used & made to act as a real eliopile which is
1

page_text: 4
c is the
used both to heat the superheater 61 & the upper part of the main boiler b, & cause
à draught therein. is the methylated spirit lamp or other heater used in starting
the vapour lamp or cliopilè e above it, into action, & of course pipes lead from e to
the boiler so as to cause a number of streams--or flames-of ignited vapour to jet
against the middle &. upper parts of the tubes in b, whose lower portions are
heated by the burner or lamp h. v. is a safety valve; a pressure gauge ; &
the pyramidal top of the boiler case which is opened (of course) for the products
of the combustion of the heater & the eliopile jets to escape into the air.
Fig. 5. is an elevation of one of my four-winged flying machines. a is the back-
bone of the machine or main piece of framing for supporting the various parts.
bis a tubular boiler covered with a case which contains also the heater d.
main cylinder & c₁a'secondary cylinder chiefly for carrying the cranks of cover its
deadpoint; hence the cranks of the two cylinders are in general at right angles.
say." in general" because the shaft connecting the two cylinders is made in
sections connected by a flange (or a sleeve) in order that the angle between the
cranks may be varied. w, & wc, are two wings in the same side of the machine &
P₁ &
Pa blades of the propeller. (However of course a 3 or 4 bladed " screw may
be used.) is the front inclined plane hinged at . & by properly altering the
inclination of this plane the machine is made to ascend or descend. is the rudder
Fig. 6. is a plan of the same machine the lettering of the different parts being
similar to the preceding figure no further description is necessary.
for horizontal steering.
23
Fig. 7 is an elevation on a larger scale than Figure 5 to show some of the details
omitted in the smaller figure as well as the shape & arrangement of the bent tubes
of the main boiler. The lettering corresponds to that of Fig. 5. however the
cams & sliding forks k & wing plane-turning rods e & e¹, deserve notice as
well as the two slotted discs m (only one of which is shown) whereby the wing
plane is set in any convenient position. The front wings have similar discs at n.
Also 0, & o represent the multiplying wheel system for driving the propeller shaft
at greater speed than the wings require to move.
Fig. 8 represents my second type of four-winged flying machine is a framing-
piece or girder is the boiler case containing generally a spiral tube boiler (though
any other of the forms mentioned may be used), & heater. If an eliopile arrange-
ment is used with a spiral boiler, such eliopile may occupy the centre of the helix.
c is one of the two cylinders used to drive the wings by means of the wheel work
and connecting chains represented. d is a wheel which an operator can turn by
hand so as to change the inclination of the stroke-plane of the wings, & as the chain
running from it passes over a smaller wheel on the front wing supporting cone t
than that chain passing to the back wing cone t it follows that any motion of d will
more incline the front than the back wing & thus cause it to exert greater or less
supporting force than the back pair of wings & thus tilt up or down the front of
the flying machine & cause it to ascend or descend when in motion. p is one of the
blades of the screw-propeller.
Fig. 9 is lettered as Fig. 8 the framing showing the hollow trunnion arrangement
is showed at t & t'.
Fig. 10 is a representation in more detail of the engine & rear wing levers shown
in Figs. 8 & 9. A few little matters however being omitted which the two previous
figures, show sufficiently clearly. The cylinders are c & c with their steam pipe s¹
& position of eccentrics-the sheave being split to put over the shaft-shown at
e & e; & are the wing levers. The rest of the framing etc. appears evident &
hardly to require further description, saving that the bracing pieces m & m² are
double (as shown in Fig. 8 to admit of the rods & r oscillating with their framing
& being turned about the main shaft of the engine.
Fig. 11. is a representation of the automatic plane-of-wing-stroke flexing arrange-
ment as-for example-applied to the flying machine represented in Fig. 4. Here,
is the mutilated cogwheel, u an endless screw & the set of bevelled wheels
attached to the screw rod and main axle of machine.

page_text: Having now particularly described & ascertained the nature of my said inven-
tion & in what manner the same is to be performed, I declare that what I
claim is
1st. The application of screw propellers to two, four, or six winged flying
machines as described & for purposes mentioned substantially as described.
2nd. The combination of a screw propeller & two-winged flying machine substan-
tially as described, & also the combination of a screw propeller with the type of
four winged flying machine substantially as described & figured in the drawings
Figs. 5, 6 & 7.
3rd. The combination of a screw propeller with the type of four winged flying
machine substantially as described & figured in the drawings Figs. 8 & 9.
4th. The employment of eliopiles either alone or in combination with either lamps
or heaters for the purposes & substantially as described & figured in the drawings
Figs. 1, 2 & 4.
3th. The combination of my improved flying machine steam boiler of square
shape, & superheater substantially as described & figured in the drawings Fig. 4.
6th. The wing turning arrangements or devices whereby the resistance of the air
is caused by the spring arrangements substantially as represented in Figs. 1, 2 & 3,
to give automatically to the wing its proper inclination when making the down &
up strokes.
7th. The wing turning arrangements or devices whereby a cam impresses a
definite inclination on the wing plane during the down & up strokes substantially as
described & figured in the drawing Fig. 7.
8th. The application of air, gas & vapour engine to any of the forms of flying
engines I have described or figured, it being understood by such term "
gas &
vapour engine" I mean to connote a generator of hot gas, steam or other vapour
consisting of a closed combustion chamber in which is burnt carbon or some
convenient liquid combustible by means of air taken from the atmosphere and
thrust by a pump into aforesaid closed furnace or combustion chamber.
9th. The combination of my improved flying machine & bent tube boiler substan-
tially as described & figured in the drawing Fig. 7.
10th. Mechanism to enable a two-winged flying machine (when no screw
propeller is used) to start consisting of a set of bevelled wheels & mutilated cog
wheel for the purpose & substantially as described.
Dated this 14th day of October 1892.
HENRY MIDDLETON.