IMPROVEMENTS IN AERIAL NAVIGATION, AND IN THE APPLICATION OF THE SAME TO WARLIKE PURPOSES." PROVISIONAL SPECIFICATION
Year: 1855

page_text: LETTERS PATENT to Benjamin O'Neale Stratford, Earl of Aldborough, of
Stratford Lodge, in the County of Wicklow, in Ireland, for the Inven-
tion of "IMPROVEMENTS IN AERIAL NAVIGATION, AND IN THE APPLICATION OF
THE SAME TO WARLIKE PURPOSES."
PROVISIONAL SPECIFICATION left by the said Benjamin O'Neale Strat-
ford; Earl of Aldborough, at the Office of the Commissioners of Patents,
with his Petition, on the 20th March 1855.
I, BENJAMIN, O'NEALE STRATFORD, Earl of ALDBOROUGH, of Stratford Lodge,
in the County of Wicklow, in Ireland, do hereby declare the nature of the said
Invention for "IMPROVEMENTS IN AERIAL NAVIGATION, AND IN THE APPLICATION OF
THE SAME TO WARLIKE PURPOSES," to be as follows:-
The construction of aerial vessels, as herein described; and also the appli-
cation of aerial navigation to the purposes of warfare, on the principles herein
described; and also the construction of fortified ports or landing places, with
harbours for aerial vessels, as herein described.
Figure 1 is a vertical section of an aerial vessel, designed principally for
perpendicular ascent, and differing in some minor details from one described in
my former Specification of "Improvements in Aerial Navigation," bearing
A

page_text: date the 30th day of January 1854. Figure 2 is a view of the lower part
of the same as it would be seen from below when elevated immediately over
head; Figure 3 is a perspective side view of the same. The same letters
indicate similar parts in all the Figures in which similar parts are repre-
sented.
A is the aerostat proper, as defined in my former Specification; B is the
vacuum chamber; and C is the medium chamber; and D is the outer compart-
ment in the locomotive aerostats. This may be made independent of the
aerostat proper, so as to be capable of being removed and replaced, and when
so formed a net may very suitably be placed over the aerostat proper and
under the compartment D, the latter being held in its place by means of
separate cords sewed in the seams, in the manner described in my former
Specification, the lower extremities of these being conducted to the hull.
Figure 4 is a view, partly in section, of the principal parachute, forming
part of the apparatus designed for the use of a single person, described in my
former Specification slightly improved; the parts indicated by the letters i, i,
are flat, or as nearly so as the general form and structure will admit. The canes
or reeds of which the framework is composed are set with their points or outer
extremities inclined downwards, and they are raised to the extent represented
in the Figure by means of the cords j, j, which are drawn round the pulleys
k, k; they may be so arranged as to be capable of being permitted to spring
downwards when not in use, and they may even be so arranged as to be
capable of springing downwards and so striking the air while flying, in a
manner nearly similar to that in which the extremities of the wings are made
capable of an independent action, as described in my former Specification.
Figure 5 is a longitudinal and vertical section of a locomotive aerial vessel,
differing in certain respects from the locomotive aerial vessels described in my
former Specification already mentioned. It is so constructed that the entire
aerostat is capable of being moved independently of the hull, in such a
manner that it performs to a certain extent the office of a pair of wings.
Figure 6 is a perspective side view of the same as it would appear if flying
or sailing in the air; the two leading portions or arms, as they may be termed,
(one of which is seen in the section and the other in the perspective view, and
which are nearly similar to those of the locomotive aerostats described in my
former Specification,) are capable of being raised and then caused to strike
downwards against the air, the hinder portion of the aerostat descending as
the fore part is raised, and rising as the fore part strikes downwards. The
wings of the aerostat E, E, are formed in a manner nearly similar to the
wings of the aerostats described in my former Specification, and they have an

page_text: independent action, which in this modification may be said to resemble that
of the extremities of the wings of a bird, or of the extremities of the wings
proper, as described in my former Specification; the action of either or of
both of these may be suspended when suitable, but when they are worked
they should perform one, two, or more strokes while the fore parts of the
acrostat is rising, and they should strike downwards sinultaneously with
the stroke of the fore part of the aerostat. r, Figure 6, is an ala spuria, or
fannor, attached to the fore part of the wing E, a similar one being attached
to the wing on the opposite side; these are not essential, and they may be
used with any form of locomotive nerostat described in this or in my former
Specification, or they may be dispensed with; when they are used they should
perform one, two, or more strokes during the rising of the wings E, E, and
each ala spuria or fauner should strike simultaneously with the wing to which
it is attached. The fore part of the aerostat is made to strike the air by the
reaction of the springs d, d, these springs being forced backwards while
the fore part of the acrostat is being raised, which should be done slowly, at
least comparatively with the speed of the stroke downwards. The two foremost
projecting parts or arms of the acrostat in this modification may be considered
as performing to a certain extent the oflice of fore parts of wings, and one of
these may be to a certain extent raised higher than the other when suitable,
which will give an oblique lateral inclination to the entire aerostat. I prefer
that the lower extremities of the springs d, d, should be set under the hull in
such a manner that they may press upwards as much as possible against the
bottom of the hull; they may be so disposed as not to interfere with the descent
of the pilot boat, as described in my former Specification, one spring being set
at each side of it. The greatest breadth of this acrostat, or its greatest exten-
sion laterally, is at the foremost part (the wings E, E, not being included in
this measurement), but its greatest depth or greatest vertical section is a little
behind the centre, in order that the wind may act with more force against the
hinder than against the foremost part of the aerostat. When the vessel is
working to windward, or going across a gale of wind, this proportion cannot
be fully shown in the section, in consequence of the obliquity of the leading
portion or arm g to the central line of the aerostat, which makes it necessary
that it should be foreshortened in the section, in which the arm g is necessarily
represented in perspective in consequence of its obliquity to the central line,
the acrostat being supposed to be cut precisely through the centre from stem
to stern in the section. The locomotive aerostats represented in the Drawings
which accompanied my former Specification may also be made capable of
the movement or action described, by attaching the butts or lower ends of the
a

page_text: bamboos or canes z, z, and of the bamboos or canes j, j, to springs set under
the hull. In all aerostats which are intended to be worked in this manner the
stoves and chimneys must be dispensed with, or the latter fixed independently of
the aerostat; or the lower ends of the tubes which form the chimneys must be
formed in such a manner that they may be capable of being disengaged when
it is required to work the aerostat in the manner described, on which occasions
the fire must be extinguished, or another chimney or passage for the smoke
provided. The lights in the arrow heads, as described in my former Specification,
may also be dispensed with, or placed in positions independent of the acrostat;
or these lights and also the fire in the stove may be extinguished when the
aerostat is required to be worked in the manner described, and they may be
again lit at any time when this motion or action of the aerostat is not
required. A rolling lamp, or a lamp balanced in a manner somewhat similar
to that in which a mariner's compass is commonly balanced, is very suitable
for the lights in the arrow heads, or in the fore parts of the acrostat, or in any
other position in which they are placed; they may be placed in the fore parts
of the aerostat behind the arrow heads, and the chimneys may be conducted
to these points without being continued to the arrow heads, or they may be
fixed independently of the aerostat in any forms of acrostats in which this
arrangement may be found more suitable than that represented in the
Drawings which accompanied my former Specification. The springs d, d,
may be formed of any suitable material. I prefer elastic wood, strengthened
with "nerfs de boeuf," in the manner described in my former Specification,
and also strengthened by flat steel springs, and further strengthened with
vulcanized india-rubber, or india-rubber so prepared as to have the greatest
elastic force possible. k is a vane, of a fin-like form, which may be fixed
permanently, or it may be made capable of being either raised or closed
downwards, according to circumstances; its object is to assist in bringing the
vessel's head to windward when going across a gale of wind or working
the vessel to windward. h is a channel, having a trumpet mouth at its fore
extremity, and passing directly from under the fore peak or head of the
aerostat F to the after extremity; this additional air channel is, however, not
necessary. The centre peak or head F may project in front as far or even
farther than the projections or arms which are terminated by the arrow heads,
but I prefer that the arrow heads should project at least as far forward as the
centre peak F; the latter appears larger than its real proportion in the section
in consequence of the obliquity of the projecting arms g, g, with the central
line of the aerostat, which causes them to be foreshortened in the section.
Figures 7 and 8 are longitudinal sections of another modification of a

page_text: locomotive acrostat at different inclinations with respect to the hull, the
arm g alone being in perspective. The aerostat represented in these
Figures is not attached to springs, and is not intended to be worked like
the acrostat represented in Figures 5 and 6, but is intended only to have
its inclination altered with respect to the hull to any degree which may
be suitable, according to circumstances. The butts or lower ends of the
bamboos or canes,, and of the bamboos or canes j, j, are jointed to a
piece which is capable of sliding longitudinally in a groove or channel in the
hull; they may, however, be merely jointed to the hull without this sliding
piece. This acrostat may be worked to a certain extent like that represented
in Figures 5 and 6; but when an acrostat is intended to be so worked, it is
much more suitable that the butts or lower ends of the bamboos or cancs
which unite it to the hull should be attached to springs, as represented in
Figure 5. The form and proportions of the acrostat represented in Figures 7
and 8 are, however, equally well suited in every respect for this purpose, if
only intended to be capable of having its inclination altered according to
circumstances, and not requiring to be worked like the aerostat represented
in Figures 5 and 6. The lower portions of the chimneys may be formed of
flexible materials" or tubes, sliding within each other in such a manner that
it may not be absolutely necessary to remove the lower portions of the
chimneys. Figure 9 shows the upper surfaco of the acrostat, whose longi-
tudinal section is shewn in Figures 7 and 8. The alæ spuriæ are repre-
sented in this modification of a different form from those in Figure 6, but
either form of alæ spuria may be used for cither of these modifications of
aerial vessels, and ale spurice of either of these forms may also be used with
any of the modifications of locomotive acrostats described in my former
Specification, and represented in the Drawings which accompanied it. I
prefer that the wings of the aerostat should extend laterally beyond lines
drawn from the front extremity of the acrostat at each side, at right angles
with the direction of the vessel's course, and wings so proportioned may also
be used for all the forms of locomotive acrostats represented in the Drawings
which accompanied my former Specification. The lower portions of tho
vacuum chamber in both the modifications of locomotive acrostats, represented
in the present Specification, which pass down at the sides of the main air
channel H, may either be permanently fixed in their distended form, or they
may be held down by cords only, in such a manner that these portions of the
vacuum chamber may be allowed to collapse more or less by slackening or
letting go the cords at any time when this may be found suitable. Tho
appearance of the perspective side view of the acrostat, whose section is shown

page_text: in Figures 7 and 8, would scarcely differ perceptibly from that shewn in
Figure 6, with the exception of the different form of the alæ spuriæ; and the
appearance of both the aerostat represented in Figures 5 and 6, and of that
represented in Figures 7 and 8, as seen from below, if flying or sailing directly
over head, would differ only from the representation of the locomotive aerostats
in the Drawings which accompanied my former Specification in the different
details herein described.
Figures 10 and 11 are vertical sections, and Figure 12 is a perspective side
view, of an aerial vessel designed principally for perpendicular ascent, but so
constructed as to be capable of lateral direction to a greater extent than the
aerial vessels designed for perpendicular ascent, which were described in my
former Specification. The aerostat is united to the hull in these modifications
in such a manner that it is capable of having its inclination changed, as shewn
in the Figures; the manner of effecting this being nearly similar to that which
is adopted for changing the inclination of the locomotive aerostat, represented
in Figures 7 and 8. In the section, Figure 10, the aerostat is represente in
a perpendicular position; in Figure 11, and also in the perspective view,
Figure 12, it is represented in an inclined position.
Figure 13 is a vertical section, and Figure 14 is a perspective side view of
another modification; in both of these the acrostat is represented in an inclined
position, but it is capable of being placed perpendicularly when so required.
Figure 15 is a vertical section, and Figure 16 is a perspective side view of
another modification, in which the lower portion, which forms the vacuum
chamber, when distended or drawn downwards, may be permitted to collapse
either partially or altogether by slackening or letting go the cords, by which
it is drawn downwards towards the hull, the hull being united to the aerostat
independently of these. a, a, are hoops to which these cords are attached.
This aerostat is capable of being placed in a perpendicular position when so
required. The additional wings E³, E², are not necessary.
All the forms of
acrostats represented in Figures 10, 11, 12, 13, 14, 15, and 16, may be used
with the form of car or hull represented in Figures 1, 2, and 3, if they are
intended only to be set perpendicularly, and are not required to have their
inclinations altered with respect to the hull; and the form of aerostat repre-
sented in Figures 1, 2, and 3 may be adapted to a hull similar to that repre-
sented in Figures 10, 11, 12, 13, 14, 15, and 16, so as to be capable of having
its inclination changed. The object of this change of inclination is to render
it more capable of being propelled in a lateral direction, the upper part being
inclined towards the direction in which it is desired that it should be impelled,
or from that towards which it may be drifted by a gale of wind, the influence

page_text: of which it may be desirable to resist. w, w, are weights, designed to assist
in drawing down the upper part, and by that means placing the aerostat
in an inclined position. Similar weights, indicated by the same letters, are
represented in Figures 7 and 8; those so attached as 'to be capable of being
suspended from the foremost parts of the locomotive aerostats being intended
to assist in lowering the same, and those so attached as to be capable of
being suspended from the hinder part or stern being designed to assist in
lowering the latter; but these are not necessary; and if required in any case,
I consider that it will be only for vessels of a very large size or in a very
strong gale of wind. When not required to be used, they are drawn by the
cords to the hull, where they are stowed in any convenient position; they may
be cases filled with any articles required for use which can be packed cou-
veniently in them, and they may conveniently be used to alter the inclination
of the hull when required by placing them either fore or aft or at either side
at any time when they may be useful in such a position, in order to maintain
the equilibrium of the hull of the vessel, or keep it in its proper position when
inclined to either side by the action of the wind or of the wings, or by the
inclination of the aerostat, when the latter may be forced by the wind in an
oblique lateral direction, or when, as will frequently be the case with loco-
motive vessels, it may be desirable to place the aerostat in an oblique lateral
direction.
Figure 17 is a longitudinal section, and Figure 18 is a perspective side view,
of another form of aerial vessel of a class designed to hold an intermediate
place between the ascensional and locomotive vessels, being capable, as I
believe, of lateral direction to a greater extent than those represented in
Figures 10, 11, 12, 18, 14, 15, and 16, and of greater ascensional power than
those represented in Figures 5, 6, 7, 8, and 9. The aerostat shewn in Figures
17 and 18 is represented in both these Figures in an inclined position, but it
may be made capable of being placed in a perpendicular position when so
required for perpendicular ascent. The wings E, E, may be set obliquely, or
wings similar or nearly so to those represented as attached to the aerostats,
Figures 10, 11, 12, 13, 14, 15, and 16, may be set horizontally on this form
of acrostat, that is to say, in a position which will be horizontal when the
acrostat is placed perpendicularly. A net-work should be placed within the
main air channel H in the aerostats represented in Figures 10, 11, 12, 13, 14,
15, 16, 17, and 18, in such a manner that a man can ascend by means of these
to the upper part when requisite. k is a vane, of a fin-like form, which may
he set permanently, or it may be so constructed that it may be capable of
being either raised or expanded, or of being closed downwards, as may be

page_text: desirable; its object is to assist in bringing the vessel's head to windward
when going across a gale of wind, or when the vessel is working to wind-
ward.
Figure 19 is a longitudinal section, and Figure 20 is a perspective side view,
of an aerial vessel, in which the aerostat is made to revolve by means of the
endless band or belt g, and is furnished with inclined vanes 1, 1, on the outside,
the inner surface of the main air channel H having the material so cut and
shaped that groove-like channels are formed at its sides with the same incli-
nation as the exterior vanes; and small air channels or vents, the external
apertures of two of which are indicated by the letters o, o, in Figure 20,
permit a portion of the air which passes through the main air channel H to
pass through them to the exterior between the vanes 1, l. I prefer forming
these vanes of the material of which the envelope of the aerostat is formed,
and inflating them, making them broad at their bases and sharp at their outer
edges, so that their cross section is as nearly triangular as is compatible with the
nature of an inflated envelope; and I prefer that their greatest projection from
the surface of the aerostat should be at their hinder part, and that they should
gradually die off to nothing, either immediately behind that part of the acrostat
which is encircled by the belt, or at the extreme foremost part of the acrostat,
a piece being in the latter case necessarily cut out for the passage of the belt,
but the same line of inclination being followed as if this were not the case.
I place in a longitudinal direction either canes or reeds or bamboos, or com-
binations of them, similar to those described in my former Specification, as
used to stiffen or strengthen any parts of the aerostats requiring strength, in
such a manner as to preserve the sharp outer edge of each vanc, and a flat
fin-like vane in addition may be fixed above them; but this addition is not
necessary. Either a smaller or greater number of vanes may be used, and
their inclination may be either more or less oblique than that of the vanes repre-
sented in the Figure; or vanes may be wound round the aerostat in a manner
more nearly resembling a screw, but I prefer four vanes with the inclination
represented in the Figure, or nearly so. If groove-like channels be formed
within the main air channel H, they must have an inclination or winding corre-
sponding with that of the vanes, if vanes be also used; but either these groove-
like channels may be used without the vanes, or the latter may be used without
the former, but I prefer combining both. When the groove-like channels are
formed within the main air channel, I prefer that they should be deepest at
that part where the current of air meets with the greatest resistance in its
passage thro' the main air channel, but broader at the foremost and hind-
most extremities, and this change should be gradual. The small air channels

page_text: or vents, the exterior apertures of two of which are indicated by the letters
o, o, in Figure 20, may be dispensed with, but I consider them advantageous.
When they are used, I prefer that they should have an oblique inclination
backwards from their fore to their hinder extremities; and I prefer that the
foro aperture of each should be the largest, and that the channels or vents
should be wider in the fore than in the hinder part; and I prefer that the fore
aperture of each should be trumpet-mouthed, and that the lower portion of
the hinder aperture of cach should be so formed that the current of air which
passes through may be diffused as much as possible over that part of the
surface of the aerostat which is behind the aperture, between the vanes and
against the sides of the vanes; but I prefer placing a projection or peak over
the upper part, in order to prevent it from spreading in an upward or forward
direction, but the upper surface of this peak should be within a line drawn
from the fore to the hinder extremity of the aerostat, but I do not limit myself
to any precise forms or proportions. I prefer passing the endless band or belt
twice round the acrostat, but this is not absolutely necessary; and I prefer that
it should be fitted in an open case or groove, formed of light wood, lined with thin
steel or tin, or other metal, or of any material suitable to the fixing of projections,
corresponding with apertures in the belt, so as to insure the aerostat being
turned round, by communicating motion to the belt. This may be effected
by any suitable mechanism worked by any suitable power; but I prefer that
the propeller y, which is hereafter described, and also the wings attached to the
hull, and especially the latter, should be worked by men's power, applied in the
manner described in my former Specification. It is not absolutely necessary
that wings should be attached to the hull with this form of aerostat, but I
prefer making use of wings nearly similar to those described in my former
Specification, but longer from the fore to the after part, in proportion to their
extension laterally, in consequence of the greater length of the hull in this
class of vessels. Two or more pairs of wings may be used, one set behind the
other; but I consider that one pair of wings will generally be preferable to a
larger number, at least when the vessel is not of a very large size. The hori-
zontal tail may be dispensed with in this class of vessels, and also in those
represented in Figures 17 and 18. The aerostat is strengthened in all parts
requiring it with canes or reeds or bamboos, or combinations of these, formed
as described in my former Specification, placed longitudinally, and sewed in
the seams of the envelope. I prefer bending the light extremities of the canes,
which sustain the sharp outer edges of the vanes 1, 1, downwards to the pivot p,
as represented in the Drawing, their oblique inclination being preserved; and
I also prefer extending the extremities of the canes, which are used to strengthen

page_text: the body of the aerostat to the pivot p, in a similar manner.
Jt is advisable
that the stronger extremities or butts of the latter should be at this end, but
the same inclination as that of the vanes and internal groove-like channels
should be observed. Either the strong ends of the canes or bamboos may
be bent to this form, or this part may be formed of wood or any suitable
material, and whatever material may be used it should be strengthened with
light steel rods spring-tempered. The pivot p turns in a bearing set in the
stern post, but it may be made capable of adjustment, so as to be raised or
lowered sufficiently to admit of the inclination of the aerostat being changed
to a certain extent. The aerostat turns on this pivot. The axle or barrel in the
hull, round which the belt passes, may also be made capable of being moved,
so as to accommodate its position to the inclination of the aerostat. Any
number of hoops necessary to give sufficient strength to the aerostat may be
made to encircle it in as many parts as may be requisite; these will be more
especially required at that part of the aerostat round which the belt passes
and at the foremost part. These hoops should be sewed into the cross seams
of the envelope, and made fast to the canes, which are placed longitudinally,
to strengthen the body of the aerostat in those parts where they cross them.
The main air channels of all the aerostats represented in the Figures 10, 11,
12, 13, 14, 15, 16, 17, 18, 19, and 20 are formed with trumpet mouths at
their fore extremities. I am aware that rotary balloons have been proposed.
I only claim an aerostat made to revolve on its longer axis when formed with
an air channel or channels, the channel or main air channel passing through
the centre from the front to the hinder extremity. Y is a propeller, acting
also the part of a rudder, which is worked alternately towards one side and
the other, or occasionally towards one side only when this is suitable, or more
forcibly towards one side or the other, according to circumstances, in a manner
resembling to a certain extent the action of the tail of a fish. In the class
of aerostats represented in Figures 19 and 20, this propeller is attached to
the stern post ; the same letter indicates a propeller of a form nearly
similar. In the vessels represented in Figs. 17 and 18 it may also be used
for the locomotive vessels represented in Figures 5, 6, 7, and 8; in the latter
it may be used conjointly with the stern fans, described in my former Specifi-
cation, or the stern fans may be dispensed with. Y, Y, are the stern fans.
Figure 21 represents on an enlarged scale a vertical and longitudinal section
of an arrow head, which I consider to be of a form and construction more
perfect than that of the arrow heads described in my former Specification;
and when the arrow heads are constructed in this manner they may be of a
much larger size, in proportion to the aerostat, than would be suitable if their

page_text: The
construction was of the more simple kind. i is an air channel, passing through
the arrow head from the fore to the hinder extremity. Figure 22 is a per-
spective view of the hinder part. vis à valve turning on the hinge e.
object of this is to divert the curront of air which passes througli the channel
as much as possible from the aerostat behind, and to direct it as much as
possible against the hinder part of the arrow head, which latter is so formed
as to receive the impulse of the current as effectively as possible.
Figure 23 is a horizontal section of the arrow head, showing an arrange-
ment by means of which the piece m is capable of sliding to a small extent
backwards in the hollow cylinder t, in the 'side of which a longitudinal opening
is cut to admit of the passage of the part m. It is caused to slide backwards
by any extraordinary pressure on the arrow head in front, the piece m being
firmly attached to the binder part of the spring s. When so pressed backwards,
by the force of a gust of wind acting against the arrow head in front, the part
m² presses against the longer arm of the lever g, and presses it backwards,
which causes the shorter arm to prèss in a forward direction, that is to say,
in the direction of the vessel's course, or as nearly so as possible against the
spring d, while a portion of the longer arm presses against the spring d², both -
these springs being fixed in the fore part of the aerostat proper. The arrange-
ment represented in this last Figure is, however, not necessary. Its object
is to lessen in some degree the retarding force of 'the atmospheric pressure in
front when it acts with inore than ordinary violence. The reaction of the
springs causes the arrow head to spring forward to its original position, in
proportion as the extreme pressure in front is diminished. The elasticity of
the spring s admits of the arrow head being drawn to a certain extent
towards either side when so required, for the purpose of assisting in steering
the vessel.
Figure 24 is à sectional view of a fortress constructed to receive acrial
vessels, the entrance being defended by long stakes w, w, which are placed
across it in such a manner as to prevent the entrance of hostile aerial vessels;
but they are capable of being raised and drawn backwards from the entrance
by micans of ropes or chains when it is desired to admit aerial vessels into the
harbor or landing-placo below, or to permit them to ascend from it. They are
shewn in the former position in Figure 24, and in the latter position in the
perspective Drawing No. 25. ff, are the lights intended to direct aerial
navigators sailing above during the night to the entrance of the harbour; they
are placed all round the entrance, or as nearly so as conveniently may be.
Reflectors are so arranged as to cause the light to be as conspicuous as possible
to aerial navigators above. The Figure 24 is on a smaller scale than the

page_text: other Figures, and the perspective Drawing No. 25 is on a still smaller scale,
as these Drawings would otherwise require to be of a very large size.
The Drawing No. 25 exhibits a view of a fortress of this kind, so placed
as to serve as a defence to the town, represented in the same Drawing, from an
attack from a hostile aerial fleet, which is represented in the act of attacking.
The vessel a is represented as having effected a landing on the citadel,
and having turned the guns on the town; the dotted lines indicate the
lines of fire; the vessels composing the attacking fleet are indicated by the
letter a; those which are supposed to have issued from the aerial fortress
to repel the attack are indicated by the letter b. It is evident that in the
case of a combat between two acrial vessels or fleets, that the advantage
will always be on the side of the vessel that can ascend the highest, so
far as regards firing with effect on the hostile vessel, the most exposed and
weakest part of an aerial vessel being necessarily the upper part, which in
this respect resembles the back of a bird in the act of flying, and the "pride
of place" will be of as much importance in this respect to the aerial vessel
as to the bird; but, on the other hand, the greatest ascensional power can
never be united in an aerial vessel with the greatest activity of move-
ment or power of manouvering in a lateral direction; the one qualification
must always be more or less sacrificed for the sake of the other, and con-
sequently an aerial flect should be composed of vessels of both descriptions,
and also of a class holding an intermediate place between those of the greatest
ascensional power and those most capable of lateral propulsion; the more
active or more manageable, as regards lateral direction, would always be able
to escape from those of greater ascensional power if the latter were alone,
while, on the other hand, they could never attack any vessel capable of ascending
above them except at the moment when the latter might to attack some
object below. In the Drawing No. 25 the vessels of greatest ascensional
power of the attacking fleet are represented as taking up positions to cover the
attack of the other vessels; the vessels of greatest ascensional power of the fleet
defending the town or place are also represented as taking up positions to
cover those below them; as many of the guns in the aerial fortress as can be
brought to bear on the enemy's vessels fire on them as they descend to attack
the town. The guns c, c, are placed so as to defend the entrance to the aerial
fortress from above; the dotted lines 1, 1, Figure 24, indicate the lines of fire
of these guns. The guns c², c, are so placed as to fire into the harbour in the
event of the hostile aerial vessels having effected an entrance; the lines of fire
of these latter are indicated by the dotted lines 2, 2, in the same Figure.
G, in the same Figure, indicates the inner harbour or covered building, provided

page_text: with folding or sliding doors or gates, where vessels can remain protected from
the fire of these guns. An aerial fortress may be very serviceable for the
defence of a town or place even when situated at a distance too great to admit
of the guns of the fortress firing on attacking vessels, its principal use being to
afford an elevated position from which aerial vessels defending the town or
place may descend to attack a hostile fleet when the latter descend to attack
the town or place, and to which they can retire. When aerial vessels are
required to attack an enemy in the field, they will evidently be most serviceable
in attacking parks of artillery, especially those occupying the highest positions,
or those most inaccessible to the attacks of troops; they should also be
serviceable in attacking advancing columns in flank, or descending in a
direction at right angles to the line of their advance, the aerial vessels following
cach other directly in succession or in echellon, or as nearly so as wind and
weather will permit, and so cutting through the advancing columns, cach vessel
delivering its fire and again ascending, and then circling round and descending
again to the attack if necessary. When used to attack ships on the water, the
aerial navigators should endeavour to grapple the main mast of the ship to be
attacked, or any of the masts of the ship, and the power of leverage should be
suflicient to enable them to throw the ship on its side or to drag it through the
water, and even one aerial vessel should be very serviceable in this respect to
assist a cutting-out party. When attacking a ship or vessel in full sail or with
many of the sails set, even the agitation of the air by the wings of the acrial
vessel should, if well directed, be in many cases sufficient to capsize a ship or
vessel sailing on the water by taking the sails suddenly aback.
Figure 26 is a vertical section of a pilot boat, on the same scale as the
arrow heads in Figures 21, 22, and 23, which is also adapted to serve the
purpose of an aerial battery, which can be permitted to descend in the same
manner as the pilot boat, described in my former Specification, either for the
purpose of effecting a landing or of attacking an enemy; in the latter case it
can be permitted to descend at the moment of attack to any convenient distance
below the hull; aud either held suspended for any suitable length of time or
drawn up again when desirable. Figure 27 is a perspective view of the same.
The dotted lines indicate the lines of fire in both Figures. A number of
muskets or guns of suitable size, according to the size of the boat or battery,
and of the vessel to which it is attached, may be placed in the sides of the boat
or battery, either in such a manner that the recoil may have a considerable
effect on the boat, which may under some circumstances be advantageous when
it is desired to ascend, or to have the boat or battery drawn up again imme-
diately to the vessel after delivering its fire, or so disposed that this effect can

page_text: be modified or diminished, according to circumstances. These guns or muskets
may either be fired simultaneously, or any convenient number may be so fired by
means of any convenient mechanical arrangement, or they may be fired by men
individually. Explosive shells can of course be thrown from these aerial bat-
teries, and their form and construction will tend to diminish the danger to the
aerial vessel. These pilot boats or batteries may be so adjusted when in their
place in the hull that they may be made to preserve their horizontal position
independently of any change of inclination of the hull; and the parts imme-
diately occupied, either by machinery or by the persons employed in working
it, may be made capable of similar adjustment, and by this means the remaining
part of the hull may be made capable of having its inclination changed to a
greater extent than could suitably be done without such an arrangement when
it is desired to ascend or descend, or when circumstances may render such
a change of inclination advantageous. These pilot boats or batteries are
represented as occupying their places in the hull of the vessel in Figures
5, 7, 8, 10, 11, 13, 15, 17 and 19, in all of which they are indicated by the
letter P. The air passes freely through the boat from bottom to top while
descending, but it is most advisable that either the upper or lower apertures, or
both, according to circumstances, should be closed. While the boat or battery
occupies its position in the hull of the vessel, it is advantageous that the air
should be permitted to pass freely in the same direction through the pilot boat,
described in my former Specification, when descending, which may be effected
by forming the bottom of the stove in such a manner that it may be capable
of being removed, or of sliding sideways, or turning on a hinge, or of being
raised or moved from its place by any convenient means, so as to permit the
air to pass freely upwards through the chimney when it is required to descend.
In vessels of war, or in any description of aerial vessels in which the aerostat
is made capable of motion, or of having its inclination changed, independently
of the hull, the stove or fire-place, if such be used, may be placed in any
convenient position in the hull, independently of the pilot boat or battery.
I do not limit myself to any of the precise forms or proportions represented
in the accompanying Drawings, but I consider them to be the most suitable
generally for the several uses and purposes for which each is designed.
Acrostats designed for the purposes of warfare may be to a certain extent
rendered less defenceless on their upper surfaces by means of an additional
envelope of any practicable size, filled with down or feathers, or any suitable
light material, and covered with light plates or sheets of steel or other metal.
The ascensional aerostats formed as represented in Figures 10, 11, 12, 13, 14,
15, 16, 17, and 18, should have a net-work so arranged in the interior of the

page_text: main air channel that men can ascend to the top so as to see what is passing
above, and even fire from that position on an enemy, though such fire will
necessarily be very feeble compared with that from an aerial vessel above.
Even the locomotive acrostats, when of sufficient size, may be provided
with a passage, through which one or more men may ascend to the top when
circumstances may require it.
What I claim is, the construction of aerial vessels as herein described; and
also the application of acrial navigation to the purposes of warfare on the
principles hercin described; and also the construction of fortified ports or
landing-places, with harbours for aerial vessels, as herein described.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Benjamin O'Neale Stratford, Earl of Aldborough, in the
Great Scal Patent Office on the 20th September 1855.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, BENJAMIN
O'NEALE STRATFORD, Earl of ALDBOROUGH, of Stratford Lodge, in the County
of Wicklow, in Ireland, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Twentieth day of March, in the year of our Lord One
thousand eight hundred and fifty-five, in the eighteenth year of Her reign,
did, for Herself, Her heirs and successors, give and grant unto me, the said
Benjamin O'Neale Stratford, Earl of Aldborough, Her special licence that I,
the said Benjamin O'Neale Stratford, Earl of Aldborough, my executors,
administrators, and assigns, or such others as I, the said Benjamin O'Neale
Stratford, Earl of Aldborough, my executors, administrators, and assigns, should
at any time agree with, and no others, from time to time and at all times
thereafter during the term therein expressed, should and lawfully might make,
use, exercise, and vend, within the United Kingdom of Great Britain and
Ireland, the Channel Islands, and Isle of Man, an Invention for "IMPROVE-
MENTS IN AERIAL NAVIGATION, AND IN THE APPLICATION OF THE SAME TO WARLIKE
PURPOSES," upon the condition (amongst others) that I, the said Benjamin
O'Neale Stratford, Earl of Aldborough, by an instrument in writing under my
hand and seal, should particularly describe and ascertain the nature of the said
Invention, and in what manner the same was to be performed, and cause the
same to be filed in the Great Seal Patent Office within six calendar months
next and immediately after the date of the said Letters Patent.

page_text: NOW KNOW YE, that I, the said Benjamin O'Neale Stratford, Earl of
Aldborough, do hereby declare the nature of my said Invention, and in what
manner the same is to be performed, to be particularly described and ascer
tained in and by the following statement thereof, reference being had to the
Drawings hereunto annexed, that is to say :-
My Invention relates to the construction of aërial vessels and apparatus;
also to the application of aerial navigation to the purposes of warfare, and to
the construction of fortified ports or landing-places, with harbours for aerial
vessels.
Figure 1 of the Drawings hereunto annexed is a vertical section of an
aerial vessel designed principally for perpendicular ascent, and differing in some
details from one described in the Specification of former Letters Patent
granted to me for " Improvements in Aerial Navigation," bearing date the
30th of January 1854. Figure 2 is a view of the lower part of the same as
below when elevated immediately over head; and
Figure 3 is a perspective side view of the same. The same letters indicate
similar parts in all the Figures in which similar parts are represented.
it would be seen from
A is the aerostat proper, as defined in my former Specification; B is the
vacuum chamber; C is the medium chamber; and D is the outer compartment;
I is the main air channel; p, p, are pipes through which the heated air
ascends from the stove to heat the gas in the aerostat, as described in my
former Specification aforesaid; and t, t, are the upper extremities of the pipes
through which the heated air is permitted to escape when desirable, but which
are at other times closed by valves, the principle being similar, but the
details differing slightly from those represented in the Drawings which acconi-
panied my former Specification. The letter 6 indicates the position of the
valve through which the gas is admitted into the vacuum chamber, when this
is desirable; and the letter indicates the valve through which the atmospheric
air is admitted when this is requisite, on the same principle as was explained in
my former Specification. The same letters indicate valves answering similar
purposes in other forms of aerostats in which similar valves are used. The
aperture a is similar, and answers a similar purpose to that indicated by the
same letter in Figures 12 and 16 of the Drawings accompanying my former
Specification, and the use of which is therein fully explained.
Figure 4 is a view, partly in section, and on a larger scale, of a parachute,
differing in a slight degree from the principal parachute which forms part of
the apparatus intended for the use of a single person, which was described in
my former Specification; it is supposed to be cut through the centre longi-
tudinally and vertically, one of the wings of the parachute z being seen in

page_text: perspective. The present improvement consists in making the part i, i, flat, or
as nearly so as the general form and construction will admit, this form being
given to it by drawing up the parts of the canes or reeds which form this
portion towards the arched part of each cane or reed, these canes or reeds
being first sot with their points inclined downwards, so that they have a
tendency to spring downwards, which enables them better to resist the
pressure
of the atmosphere below when compressed by the motion of the parachute.
They are held in the form represented in the Figure by means of the cords j,
which pass round the pulleys k; they may be so arranged as to be capable of
being permitted to spring downwards to a certain extent, and so to strike the
air while flying, in a manner nearly similar to that in which the extremities of
the wings proper are capable of an independent action, as described in my
former Specification, or they may be closed downwards only when the parachute
is closed, when no longer required for use.
Figure 5 is a longitudinal and vertical section of a locomotive aerial vessel,
differing in certain respects from the locomotive acrial vessels described in my
former Specification already mentioned; it is so constructed that the entire
acrostat is capable of being moved independently of the hull in such a manner
that it performs to a certain extent the office of a pair of wings. Figure 6 is
a perspective side view of the same as it would appear if flying or sailing in
the air; the two leading portions or arms, as they may be termed, one of which
is seen in the side view, Figure 6, and a part of the other in perspective in
Figure 5, and which are nearly similar to those of the locomotive aerostats
described in my former Specification, except that they are here represented
without arrow heads, are capable of being raised and then caused to strike
downwards against the air, the hinder portion of the aerostat descending as
the fore part is raised, and rising as the fore part strikes downwards. The
wings of the acrostat, one of which is seen in Figure 6, and indicated by the
letter E, are formed in a manner similar to the wings of the locomotive
acrostats described in my former Specification, and they have an independent
action, which in this modification may be said to resemble to a certain extent
the action of the extremities of the wings of a bird, or of the extremities
of the wings proper, as described in my former Specification; the action of
cither or of both of these may be suspended when suitable, but when they
are worked they should perform one, two, or more strokes while the fore part
of the acrostat is rising, and they should strike downwards simultaneously with
tho foro part of the aerostat. r, Figure 6, is an ala spuria, or fanner, attached
to the fore part of the wing E, a similar one being attached to the wing on the
opposite side, but these alæ spuriæ or fanners are not absolutely necessary;

page_text: they may be used with any of the forms of locomotive aerostats described in
the present or in my former Specification, or they may be dispensed with
When they are used they should perform one, two, or more strokes during
the rising of the wings E, E, and each ala spuria or fanner should strike
simultaneously with the wing to which it is attached. The fore part of the
aerostat is made to strike the air by the reaction of springs set under the hull.
One of these springs is shewn in the section, Figure 5, where it is indicated
by the letter d. These springs are forced upwards while the fore part of
the aerostat is raised, which should be done slowly, or slowly in comparison
with the speed of the stroke downwards. The two foremost projecting parts
or arms of the aerostat in this modification may be considered as performing
to a certain extent the office of the fore parts of wings, and one of these may
be to a certain extent raised higher than the other when suitable, which will
give an oblique lateral inclination to the entire aerostat. I set the springs
which serve to work the aerostat in such a manner that they may press
upwards as much as possible against the bottom of the hull; they are so
placed as not to interfere with the descent of the pilot boat, which may be
formed as described in my former Specification, one spring being set at each
side of it, or of the aerial battery, if the vessel be used for the purposes of
warfare. The aerial battery is described hereafter. Stoves and chimney's as
described in my former Specification may be dispensed with in aerostats which
are intended to be worked in this manner, or if used the lower ends of the
tubes which form the chimneys must be so formed that they can be disengaged
when the aerostat is required to be worked as described, and the fire must at
such times be extinguished. The lights as described in my former Specification
may also be dispensed with, or these lights as well as the fire may be
extinguished when the aerostat is required to be worked in this manner, and
again lighted at any time when this action of the aerostat is not required. A
rolling lamp, or a lamp balanced in a manner similar to that in which a mariner's
compass is commonly balanced, is most suitable for the lights in any form of
aerostat in which lights are used, and the lights may either be placed in the
fore part of the aerostat behind the arrow heads, when arrow heads are used,
or at the extreme foremost points of the arms g, g, when arrow heads are not
used, in any forms of aerostat in which this position is found more suitable
or convenient than that described in my former Specification. The aerostat
represented in Figures 5 and 6 is represented without arrow heads; arrow
heads may, however, be used with this form of aerostat. The springs used
to work the aerostat may be formed of any suitable materials, but I prefer
elastic wood, strengthened with prepared ox muscles, or "nerfs de bœuf,"

page_text: as described in my former Specification, and further strengthened by flat stecl
springs, and also by bands of vulcanized india-rubber, or india-rubber so
prepared as to have the greatest elastic force possible, the arrangement of
these being similar to that described in my former Specification as used for the
springs of the wings proper. k is a vane, of a fin-like form, which may be
fixed permanently, but I prefer forming it so that it is capable of being drawn
upwards and expanded or closed downwards at pleasure by means of cords;
it is formed of light canes, strengthened by light steel rods, covered with silk or
other suitable material.
Figures 7 and 8 are longitudinal and vertical sections of another modifi-
cation of a locomotive aerial vessel, in which the aerostat is shewn at different
inclinations (the arm g alone being in perspective). The aerostat represented
in these Figures is not attached to springs, but the butts or lower ends of the
bamboos or canes j, j, and of the canes, 2, are either jointed or fixed to a
picce which is capable of sliding longitudinally in a groove or channel in the
hull; they may, however, be merely jointed to the hull without the sliding piece.
An aerostat constructed in this manner may be worked, if occasion should require
it, in a manner to a certain extent resembling that in which the aerostat
represented in Figures 5 and 6 is worked, but much less perfectly. The purpose
for which this modification is designed is to be set at any inclination required.
h is an air channel, having a trumpet mouth at its fore extremity; this channel.
passes directly from under the fore peak or head of the acrostat F to the after
extremity; this additional air channel may be used with all forms of locomotive
aerostats, but it is not necessary. By the term locomotive acrostats I mean
the class so termed in my former Specification, and those represented in
Figures 5, 6, 7, 8, and 9 in the present Specification. The centre peak or
head F may project in front as far or even farther than the projections or
arms g, g; but I profer that the latter should project as far or farther than the
former.
Figure 9 shows the upper surface of the aerostat, whose longitudinal section
is shewn at different inclinations in Figures 7 and 8. The alæ spurio are
represented in this modification of a different form from that represented in
Figure 6, but either form of alæ spuria may be used for either of these modi-
fications of aerial vessels, and alæ spurio of either of theso forms may also be
used with any of the modifications of locomotive aerostats described in my
former Specification. The wings of the acrostats represented in Figures 5 and 6,
and in Figures 7, 8, and 9, are formed in a similar manner to those of the
locomotive ncrostats described in my former Specification, and the wings proper
or wings attached to the hull are also formed in a manner similar to that
B 2

page_text: described in my former Specification, with the exception of the slight difference
in form which is shown in the Drawings; the materials are also the same as
those described in detail in my former Specification. The greatest breadth of
the aerostats represented in Figures 5 and 6, and in Figures 7, 8, and 9, or
their greatest extension laterally (the breadth of the wings E, E, not being
included in the measurement), is at the extreme foremost part, that is to say,
between the points g, g; but their greatest depth or greatest vertical section is
a little behind the centre, in order that the wind may act with more force
against the hinder than against the foremost part of the aerostat when tho
vessel is working to windward, or going across a gale of wind. As regards the
proportions of the wings of the aerostat E, E, I prefer that they should extend
Interally beyond lines drawn from the foremost points g, g, at each side, parallel
with a line drawn from the fore peak or head F to the stern, and passing
directly through the centre of the aerostat; and wings so proportioned may be
used for all the forms of locomotive aerostats represented in the Drawings
which accompanied my former Specification.
The lower portions of the vacuum chamber in both the modifications of
locomotive acrostats, described in my present Specification, which pass down at
the sides of the main air channel H, may either be permanently fixed in their
distended form, or they may be held down by cords only, in such a manner
that these portions of the vacuum chamber may be allowed to collapse more or
less by slackening or letting go the cords at any time when this may be found
suitable.
Figures 10 and 11 are vertical sections, and Figure 12 is a perspective side
view, of an aerial vessel designed principally for perpendicular ascent, but so
constructed as to be capable of lateral direction to a greater extent than tho
aerial vessels designed for perpendicular ascent, which were described in my
former Specification, or that represented in Figures 1, 2, and 3 in the present
Specification. The acrostat is united to the hull in the form represented in
Figures 10, 11, and 12, and also in the forms represented in Figures 13, 14,
15, and 16, in such a manner that it is capable of having its inclination
changed, as shewn in the Figures; the manner of effecting this being nearly
similar to that which is adopted for changing the inclination of the locomotive
aerostat represented in Figures 7 and 8, the part s being made to slide in a
groove or channel formed in the hull; in the section, Figure 10, the aerostat
is represented in a perpendicular position, and also in the perspective side view,
Figure 12, it is represented in an inclined position.
Figure 13 is a vertical section, and Figure 14 is a perspective side view of
another modification. In both of these the aerostat is represented in an inclined

page_text: position, but it is capable of being placed perpendicularly when so required.
The additional wings E, E, are not necessary, but I prefer making use of
these wings.
Figure 15 is a vertical section, and Figure 16 is a perspective side view of
another modification, in which the lower portion which forms the vacuum
chamber when distended or drawn downwards may be permitted to collapse
either partially or altogether by slackening or letting go the cords by which it
is drawn downwards towards the hull, the hull being united to the aerostat
independently of thesc. a, a, are hoops, to which these cords are attached ;
this aerostat is also capable of being placed in a perpendicular position when
so required.
All the forms of acrostats represented in Figures 10, 11, 12, 13, 14, 15,
and 16 may be used with the form of car or hull represented in Figures 1, 2
and 3, if they are required only to be set perpendicularly, and are not required
to have their inclinations altered with respect to the hull; and the form of
nerostat represented in Figures 1, 2, and 3 may be adapted to a hull similar to
that represented in Figures 10, 11, 12, 13, 14, 15, and 16, so as to bo capablo
of having its inclination changed. The object of this change of inclination is to
render tho aerial vessels more capable of being propelled in a lateral direction,
the upper part being inclined to the direction towards which it is desired to
impel the vessel, or from that towards which it may be drifted by a gale of
wind, the influence of which it may be desirable to resist. w, w, are weights
designed to assist in drawing down the upper part, and by that means placing
the aerostat in an inclined position; and similar weights may be used, as
represented in Figure 10, to bring back the vessel to a perpendicular position.
Similar weights, indicated by the sanie letters, are represented in Figures 7
and 8; those so placed as to be capable of being suspended from the foremost
parts of the locomotive acrostats being intended to assist in lowering the same,
and those so placed as to be capable of being suspended from the hinder part
or stern being designed to assist in loworing the latter; but these are not
necessary, and if required, I consider that they will be so only for vessels of a
very large size, or in a very strong gale of wind. When not required to be
used, they are drawn by tho cords to the hull, where they are stowed in any
convenient position; they may be cases fitted with any articles required for use
which can be packed conveniently in them, and they may be used to alter the
inclination of the hull when required by placing them either fore or aft, or
they may be placed at either side, in order to maintain the equilibrium at any
time when the hull may be too much raised or depressed on either side by the
action of the wind, or of the wings, or in consequence of the aerostat being

page_text: forced in an oblique lateral direction, as may frequently be the case with all
acrostats in a high gale of wind.
Figure 17 is a longitudinal section, and Figure 18 is a perspective side view,
of another form of aerial vessel of a class designed to hold an intermediate
place between the ascensional and locomotive vessels, being capable, as I
believe, of lateral direction to a greater extent than those represented in
Figures 10, 11, 12, 13, 14, 15, and 16, and of greater ascensional power than
those represented in Figures 5, 6, 7, 8, and 9. The inclination of this aerostat
is changed at pleasure by causing the part s to slide in a longitudinal groove or
channel formed in the hull. The wings E, E, may be set either more or less
obliquely than those represented in the Figure, and a number of smaller
wings may be used instead of one pair, but I prefer the form and arrangement
represented in the Figure, which I consider will be found the most suitable
generally for the purpose for which this class is designed. In all forms of
winged aerostats the air is permitted to pass freely downwards between the
aerostat and the wings, but prevented, by valves or flaps opening downwards,
from passing in an upward direction, as described in my former Specification.
The wings of the acrostat represented in Figure 18, one of which is shewn in
the Figure, and indicated by the letter E, are worked by means of cords, the
lower extremities of which are either attached to the canes of the covers of the
wings proper, or-wings attached to the hull, or to separate springs which are set
under the hull; these springs being forced upwards while the wings are raised,
which is effected by a set of cords attached to the upper surfaces of the wings,
the opposite extremities of these cords being conducted to the hull, and they per-
form the stroke by the reaction of the springs. I prefer the latter arrangement.
I form the wings proper, or wings attached to the hull, which are indicated by
the letters e, e, in the Figure, of similar materials to those of which the wings
proper of the other aerial vessels are formed, the details of which are described
in my former Specification; but their form is adapted to the different form of
the hull in this class of aerial vessels. Three wings are represented in the
Figure placed one behind the other, the same number being set in like manner
at the opposite side; either a smaller or greater number may be used, but I
prefer this number generally. The fore part of each of the hinder wings laps
slightly over the back part of the wing in front of it, and the air passes freely
backwards from the front between the wings; the bases or stems of these wings
are attached to springs set under the hull, and worked in a manner similar to
that in which the wings proper of the aerostats described in my former Specifi-
cation are worked. k is a vane, of a fin-like form, similar to those of the
locomotive aerostats; n is a propeller, which is formed of similar materials to

page_text: those of which the rudders or tails described in my former Specification are
formed. In the acrostats represented in Figures 5, 6, 7, 8, 10, 11, 12, 13, 14,
15, and 16, there are two of these, one placed at each side, the bases of both
being attached to springs set under the hull; these propellers strike obliquely
backwards and downwards.
Figure 19 is a longitudinal section, and Figure 20 is a perspective side view,
of an aerial vessel, in which the aerostat is made to revolve by means of the
endless band or belt g; and is furnished with inclined vanes 1, 1, on the outside,
the inner surface of the main air channel H having the material so cut and
shaped, that groove-like channels or indentations are formed on its inner
surface with the same inclination as the exterior vanes; and small air channels,
the external apertures of two of which are indicated by the letters 0, 0, in
Figure 20, permit a portion of the air which passes through the main air
channel to pass through them to the exterior between the vanes l,l. I
prefer forming the vanes of the material of which the envelope of the aerostat is
formed, and inflating them, making them broad at their bases and sharp at their
outer edges, so that their cross section is triangular, or nearly so; and I prefer
that their greatest projection from the surface of the acrostat should be as near
as conveniently may be to their extreme hindmost part, and that they should
gradually die off to nothing, either immediately behind that part of the aerostat
which is encircled by the belt, or at the extreme foremost part of the acrostat,
a piece being in the latter case necessarily cut out for the passage of the belt,
but the same line of inclination being preserved as if this were not the case;
the latter is the form represented in the Figure, and it is that which I prefer.
I place in a longitudinal direction either canes or reeds or bamboos, or com-
binations of these, similarly formed to those described in my former Specifica-
tion, as made use of to strengthen or stiffen any parts of the acrostats requiring
such, in such a manner as to preserve the sharp outer edge of each vane, and
flat fin-like vanes in addition. may be fixed above these; but this addition
is not necessary. Either a smaller or greater number of vanes may be used,
and their inclination may be either more or less oblique than that of the vanes
represented in the Figure; or vanes may be wound round the aerostat in a
manner more nearly resembling a screw, but I prefer four vanes with the
inclination represented in the Figure, or nearly so. If groove-like channels
are formed on the inner surface of the main air channel H, they should have
an inclination or winding corresponding with that of the vanes; but these
channels are not necessary. I, however, prefer combining both. When
groove-like channels are formed on the inner surface of the main air channel,

page_text: I prefer that they should be deepest at that part where the current of au
meets with the greatest resistance in its passage through the main air channel.
but broader at the foremost and hindmost extremities than in the centre, and
this change should be gradual. The small air channels, the exterior apertures
of two of which are seen in Figure 20, indicated by the letters o, o, may be dis
pensed with; but I prefer forming the aerostat with these channels, and I
prefer that they should have an oblique inclination backwards, from their forc
to their hinder extremities; and I prefer that the forc aperture of each should
be the largest, and the channels wider in the fore than in the hinder part; the
fore apertures of these channels are within the grooves, or groove-like chan-
nels or indentations, already described, on the inner surface of the main air
channel H, and near their foremost parts. I prefer that the fore aperture of
cach of these small channels should be trumpet-mouthed, or of a form approxi-
mating to that of a trumpet mouth, and that the lower portion of the hinder
aperture should be so formed, that the current of air which passes through may
be diffused as much as possible over that part of the surface of the aerostat
which is behind the aperture, between the vanes, and against the sides of the
vanes; but I prefer placing a projection or peak over the upper part, in order
to prevent it from spreading in an upward or forward direction, but the upper
surface of this peak should be within a line drawn from the fore to the hinder
extremity of the acrostat; but I do not limit myself to any precise forms or
proportions. I prefer passing the endless band or belt twice round the aerostat,
but this is not absolutely necessary; and I prefer that it should be fitted in an
open case or groove, formed of light wood, lined with thin steel or tin, or other
metal, or of any material combining sufficient strength and stiffness with light-
ness, and suitable to the fixing of projections, corresponding with apertures in
the belt, so as to ensure the aerostat being turned round by communicating
motion to the belt. This may be effected by any suitable machinery worked by
any suitable power; but I prefer that the propeller y, which is hereafter
described, and also the wings which are attached to the hull, should be worked
by men's power, applied in the manner described in my former Specification.
It is not absolutely necessary that wings should be attached to the hull with
this form of aerostat, but I prefer making use of these wings. The wings
represented in this Figure are nearly similar to those represented in Figure 18,
but with this difference, that the hull of the vessel shewn in Figure 18, not
being quite so long in proportion, and the principle of construction of that
acrostat admitting of those wings being broader, their proportions differ in con-
sequence; this difference of proportion is shewn in the Drawings. The wings

page_text: attachod to the hull of the vessel, represented in Figure 20, are worked by
means of cords; the stems of these wings are attached to springs set under the
hull, these springs being forced upwards as the wings are raised, which is
effected by a set of cords attached to the upper surfaces of the wings; the
opposite extremitics of these cords being conducted to the hull, the same
mechanical arrangement is used as that described in my former Specification,
as applied to raise the wings proper of the aerostats therein described. The
wings perform the stroke by the reaction of the springs.. All the acrostats are
strengthened in all parts requiring such with canes or reeds or bamboos, or
combinations of these, formed as described in my former Specification, and
sewed in the scams of the aerostat. In the aerostats represented in Figures 18
and 20 theso are placed longitudinally, and both these acrostats are also
encircled with hoops sewed in the cross scains in as many parts as require
them. I bend the hinder extremities of the canes which sustain the sharp
outer edges of the vanes in the rotary aerostat, represented in Figure 20,
downwards to the pivot p, their oblique inclination being preserved. I also
extend the extremities of the canes which are used to strengthen the body of
the aerostat to the point p, these canes being bent to the proper form. The
pivot p turns in a bearing fixed in the stern post z, but the bearing is made
capable of adjustment, so as to be raised or lowered sufficiently to admit of the
inclination of the acrostat being changed to a certain extent; the aerostat
turns on this pivot. The frame of the axle or barrel in the hull round which
the belt passes is fixed on a picco which is made to slide in a groove or channel
formed in the hull, so as to accommodate its position to the inclination of the
acrostat; it is, however, not absolutely necessary that the aerostat should be
capable of this change of inclination. Any number of hoops necessary to give
sufficient strength to the aerostat should encircle it in as many parts as may
be requisite these will be more especially required at that part of the acrostat
round which the belt passes, and at the foremost extremities. These hoops
should be sewed into the cross seams of the envelope, and made fast to the
canes, which are placed longitudinally to give additional strength to the aerostat
at the points at which they cross each other; these latter are sewed in the
longitudinal seams. The main air channels of all the acrostats represented
in Figures 10, 11, 12, 13, 14, 15, 16, 17, 18, 19, and 20, are formed with
trumpet mouths at their fore extremities. I am aware that rotary balloons
have been proposed. I only claim an acrostat made to revolve on its longer
axis when formed with an air channel or channels, the channel or main air
channel passing through the centre from the front to the hinder extremity.

page_text: Y, in Figures 7, 8, 17, 18, 19, and 20, is a propeller, acting also the part of a
rudder, which is worked alternately towards one side and the other, or occa-
sionally towards one side only when this is suitable, and permitted to spring
back by the reaction of the air, which reaction may be assisted by springs,
similar to those described in my former Specification, as used to attach the
stern fans to the sterns of the locomotive aerostats; or it may be worked more
forcibly towards one side or the other, according to circumstances, in a manner
resembling to a certain extent the action of the tail of a fish; it is attached to
the stern post Z. The same letter indicates a propeller of a form somewhat
similar in the vessels represented in Figures 10, 11, 12, 13, 14, 15, and 16,
a similar one being placed at the opposite side; the action of these latter is
similar to that of the stern fans described in my former Specification.
Figure 21 represents on an enlarged scale a vertical and longitudinal section
of an arrow head, which I consider to be of a form and construction more
perfect than that of the arrow heads represented in the Drawings which
accompanied my former Specification; and when the arrow heads are con-
structed in this manner, they may be of a much larger size in proportion to
the aerostat than would be suitable if their construction was of the more
simple kind. is an air channel, passing through the arrow head from the
fore to the hinder extremity. Figure 22 is a perspective view of the hinder
part of the same. v is a valve turning on the hinge e. The object of this is
to divert the current of air which passes through the channel as much as
possible from the aerostat behind, and to direct it as much as possible against
the hinder part of the arrow head, which latter is so formed as to receive the
impulse of the current as effectively as possible.
Figure 23 is a horizontal section of the arrow head, shewing an arrange-
ment by means of which the piece m is capable of sliding to a small extent
backwards in the hollow cylinder t, in the side of which a longitudinal opening
is cut to admit of the passage of the part m². It is caused to slide backwards
by any extraordinary pressure on the arrow head in front, the piece m being
firmly attached to the hinder part of the spring s. When so pressed back-
wards, by the force of a gust of wind acting against the arrow head in front,
the part n presses against the longer arm of the lever g and presses it back-
wards, which causes the shorter arm to press in a forward direction, that is to
say, in the direction of the vessel's course, or as nearly so as possible against
the spring d, while a portion of the lower arın presses against the spring d²,
both these springs being fixed in the fore part of the acrostat. The arrange-
ment represented in this last Figure is, however, not necessary. Its object is

page_text: to lessen in some degree the retarding force of the atmospheric pressure in
front when it acts with more than ordinary violence. The reaction of the
spring s causes it to spring forward to its original position in proportion as
the extreme pressure in front is diminished. The elasticity of this spring
admits of the arrow head being drawn to a certain extent towards cither side
when so required for the purpose of assisting in steering the vessel.
Figure 24 is a sectional view of a fortress constructed to receive aerial vessels,
the entrance being defended by long stakes w, w, which are placed across it
in such a manner as to prevent the entrance of hostile aerial vessels; but they
are capable of being raised and drawn backwards from the entrance by means
of ropes or chains when it is desired to admit aerial vessels into the harbour or
landing-place below, or to permit them to ascend from it. They are shewn in
the former position in Figure 24, and in the latter position in the perspective
Drawing No. 25. f. f, are the lights intended to direct aerial navigators
sailing above during the night to the entrance of the harbour. They are
placed all round the entrance, or as nearly so as the nature of the ground
will permit. Reflectors are so arranged as to cause the light to be as con-
spicuous as possible to aerial navigators above. The Figure 24 is on a smaller
scale than the other Figures, and the perspective Drawing No. 25 is on a
still smaller scale, as these Drawings would otherwise require to be of a very
large size.
The Drawing No. 25 exhibits a view of a fortress of this kind, so placed
as to serve as a defence to the town, represented in the same Drawing, from an
attack from a hostile aerial fleet, which is represented in the act of attacking.
The vessel a is represented as having effected a landing on the citadel, and
having turned the guns on the town; the dotted lines indicate the lines of
fire. The vessels composing the attacking fleet are indicated by the letter a;
those which are supposed to have issued from the aerial fortress to repel the
attack are indicated by the letter b. It is evident that in the case of a combat
between two acrial vessels or fleets, the advantage will be always on the side
of the vessel that can ascend the highest, so far as regards firing with effect
on the hostile vessel, the most exposed and weakest part of an aerial vessel
being necessarily the upper part, which in this respect resembles the back of
a bird in the act of flying, and the "pride of place" will be of as much
importance in this respect to the aerial vessel as to the bird; but, on the other
hand, the greatest ascensional power can never be united in an aerial vessel
with the greatest activity of movement or power of manoeuvering in a lateral
direction. The one qualification must always be more or less sacrificed for

page_text: the sake of the other, and consequently an aerial fleet should be composed of
vessels of both descriptions, and also of a class holding an intermediate place
between those of the greatest ascensional power and those most capable of
lateral propulsion; the more active or more manageable as regards lateral
direction would always be able to escape from those of greater ascensional
power if the latter were alone, while, on the other hand, they could never
attack any vessel capable of ascending above them except at the moment
when the latter might descend to attack some object below. In the Drawing,
No. 25, the vessels of greatest ascensional power of the attacking fleet are
represented as taking up positions to cover the attack of the other vessels;
the vessels of greatest ascensional power of the fleet defending the town or
place are also represented as taking up positions to cover those below them.
As many of the guns in the aerial fortress as can be brought to bear on the
enemy's vessels fire on them as they descend to attack the town. The guns c, c,
are placed so as to defend the entrance to the aerial fortress from above; the
dotted lines 1, 1, Figure 24, indicate the lines of fire of these guns. 'The guns
,, are so placed as to fire into the harbour in the event of the hostile aerial
vessels having effected an entrance; the lines of fire of these latter are indi-
cated by the dotted lines 2, 2, in the same Figure. G, in the same Figure,
indicates the inner harbour or covered building, provided with folding or sliding
doors or gates, where vessels can remain protected from the fire of these guns.
An aerial fortress may. be very serviceable for the defence of a town or place
even when situated at a distance too great to admit of the guns of the fortress
firing on attacking vessels, its principal use being to afford an elevated position,
from which aerial vessels defending the town or place may descend to attack
a hostile fleet, when the latter descend to attack the town or place. When
aerial vessels are required to attack an cuemy in the field, they will evidently
be most serviceable in attacking parks of artillery, especially those occupying
the highest positions, or those most inaccessible to the attack of troops. They
should also be serviceable in attacking advancing columns, by taking the
columns in flank, or descending in a direction at right angles to the line of their
advance, the aerial vessels following each other either directly in succession or in
echellon, or as nearly so as wind and weather will permit, and so cutting through
the advancing columns, each yessel delivering its fire and again ascending,
and then circling round and descending again to the attack, if necessary.
When attacking ships on the water, the aerial navigators should endeavour to
grapple the mainmast of the ship to be attacked, or any of the masts of the
ship, and the power of leverage should be sufficient to enable them to throw

page_text: tho ship on its sido or to drag it through the water, and even one aerial
vessel should be very serviceable in this respect to assist a cutting-out party.
When attacking a ship or vessel in full sail, or with many of the sails sct,
even the agitation of the air by the wings of the aerial vessel should, if well
directed, be in many cases sufficient to capsize a ship or vessel sailing on the
water by taking the sails suddenly aback.
Figure 26 is a vortical section of a pilot boat, on the same scale as the
arrow heads in Figures 21, 22, and 23, which is also adapted to serve the
purpose of an aerial battery which can be permitted to descend in the same
manner as the pilot boat described in my former Specification, either for the
purpose of effecting a landing or of attacking an enemy; in the latter case,
it can be permitted to descend at the moment of attack to any convenient
distance below the hull, and either held suspended for any suitable length of
time or drawn up again when desirable. Figure 27 is a perspective view
of the same. The dotted lines indicate the lines of fire in both Figures.
A number of muskets or guns of suitable size, according to the size of the
boat or battery, and of the vessel to which it is attached, may be placed in
the sides of the boat or battery cither in such a manner that the recoil
may have a considerable effect on the boat, which may under some circum-
stances be advantageous when it is desired to ascend, or to have the boat
or battery drawn up again immediately to the vessel after delivering its
fire, or so disposed that this effect may be modified or diminished, according
to circumstances. These guns or muskets may either be fired simulta-
neously, or any convenient number may be so fired, by means of any con-
venient mechanical arrangement, or they may be fired by men individually.
Explosive shells can of course be thrown from these aerial batteries, and their
form and construction will tend to diminish the danger to the aerial vessel. I
prefer that these pilot boats or batteries should be so adjusted when in their
place in the bull that they may preserve their horizontal position, or nearly so,
independently of any change of inclination of the hull, which I effect by
placing them on platforms, the bottoms of which are of the form of a segment
of a circle, and which slide in grooves of a corresponding form; and the parts
immediately occupied either by machinery or by the persons employed in
working it may be made capable of similar adjustment, and by this means the
remaining part of the hull may be made capable of having its inclination
changed to a greater extent than could suitably be done without such an
arrangement when it is desired to ascend or descend, or when circumstances
may render such a change of inclination advantageous; but this arrangement is

page_text: not necessary. These pilot boats or batteries are represented as occupying their
places in the hull of the vessel in Figures 5, 7, 8, 10, 11, 13, 15, 17, and 19,
in all of which they are indicated by the letter P. The air passes freely
through the boat from bottom to top while descending, but it is most advisable
that cither the upper or lower apertures, or both, according to circumstances,
should be closed while the boat or battery occupies its position in the hull of
the vessel. It is advantageous that the air should be permitted to pass freely
in the same direction through the pilot boat, described in my former Specifica-
tion, when descending, which may be effected by forming the bottom of the
stove in such a manner that it may be capable of being removed, or of sliding
sideways or turning on a hinge, or of being raised or moved from its place by
any convenient means, so as to permit the air to pass freely upwards through
the pilot boat when it is required to descend. In vessels of war, or in any
description of aerial vessels in which the aerostat is made capable of having
its inclination changed independently of the hull, the stove or fire-place, if
such be used, may be placed in any convenient position in the hull, indepen-
dently of the pilot boat or battery. The form of the battery may be modified
so as to suit different forms of aerial vessels, as represented in the different
Figures.
I do not limit myself to any of the precise forms or proportions represented
in the accompanying Drawings; but I consider them to be the most suitable
generally for the several uses and purposes for which each is designed.
Aerostats designed for the purposes of warfare may be to a certain extent
rendered less defenceless on their upper surfaces by means of an additional
envelope of any practicable size, filled with down or feathers, and covered with
light plates or sheets of steel or other metal. The acrostats formed as repre-
sented in Figures 10, 11, 12, 13, 14, 15, 16, 17, and 18, may have a net-work,
so arranged in the interior of the main air channel that men can ascend to
the top or mouth of the channel so as to see what is passing above, and
even fire from that position on an enemy, though such fire will necessarily
be very feeble compared with that from an aerial vessel above. Even the
locomotive aerostats, when of sufficient size, may be provided with a passage
through which one or more men may ascend to the top when circumstances
may require it.
And having now described the nature of my said Invention, and in what
manner the same is to be performed, I declare that what I claim is, the con-
struction of aerial vessels, and of their different parts and apparatus in
connection therewith, as herein described; and also the application of aerial

page_text: navigation to the purposes of warfare on the principles herein described; and
also the construction of fortified ports or landing-places, with harbours for
aerial vessels, as herein described.
In witness whereof, I, the said Benjamin O'Neale Stratford, Earl of
Aldborough, have hereunto set my hand and seal, this Eleventh day
of September, One thousand eight hundred and fifty-five.
ALDBOROUGH. (L.S.)