Improvements in Controllable or Governable "Balloons" for Military and other Purposes.
Year: 1892

page_text: Date of Application, 9th Mar., 1892
Complete Specification Left, 9th Dec., 1892-Accepted, 9th Mar., 1893
PROVISIONAL SPECIFICATION.
Improvements in Controllable or Governable "Balloons" for
Military and other Purposes.
I, 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:-
وو
According to this invention, I employ two gas vessels or "balloons" of a
spherical, cylindrical, or other convenient shape to support a winged motor or
flying machine. The two balloons are placed one before, & the other behind
the wing engine of the flying machine the line of the wings of which (when
extended horizontally) is generally at about the same height as the centre of
buoyancy of the balloons while the centre of mass of the whole motive machinery
(including generator, or boiler, if such latter be used) is considerably lower than
the centre of buoyancy referred to.
The cylinder (or cylinders if more than one is used) is usually capable of being
turned, or flexed, about trunnions, or an axis, in order that the plane of wing stroke
may be changed, so as to secure a supporting or depressing effect from their action,
as desired and in cases where it is not convenient to flex the cylinder (or
cylinders) actuating the wings but to keep the former stationary (as to position)
the wings themselves have the framework carrying them flexed in order to attain
the above mentioned end or aim.
:
Because by the use of "balloons" as much supporting force as is required can
be secured, I find it generally better to furnish the flying machine, which controls
the motion of the balloon-system, with flat wings, or wings nearly flat; for, I have
always found that the propelling power of flexible flat wings is superior to that
produced by the best concavo-convex ones I could construct. Moreover, since the
surface which the balloons present to the air makes all progress against even a
slight wind a matter of difficulty, and an obstacle to be overcome only by the
exertion of considerable propelling power, I therefore think it best at present, to
use the flat wing in this invention in preference to the concavo-convex ones which
are almost solely employed on those of my flying machines which are dependent on
the energy of their motors for sustention in the air. However, as the balloon
system with its winged motor is really a sort of flying machine; and upward and
downward motion under guidance and control is of course imperatively demanded,
therefore, the wing driving engine is made to be flexed as described; because when
flexed so that the wing stroke is downwards and forwards, and upwards and back-
wards at angles varying between 30° and 45° very considerable upward thrust can
be obtained from a flexible flat wing and conversely by making the wing flap
downwards and backwards and upwards and forwards, it can be caused to exert a
considerable downwards thrust on the machine; while in both cases specified, the
balloon is moved forwards by the action of the wings when put in motion as
described.
In order to cause the balloon system to travel with the greatest speed, it is of
course necessary that its surface should be as small as possible; and therefore it is
generally requisite to use hydrogen in preference to coal gas. But both hydrogen
and coal gas are dangerous to employ if there is any fire near at hand; hence the
way "the working substance" of the cylinder is heated deserves much con-
sideration. Quite possibly it will be best not to heat it at all, but simply
to generate the hydrogen under pressure, by chemical means, or perhaps
liberating it from containers in which it may have been stored under great pressure.
However, more probably one or other of the two generators I have invented

page_text: "
for propelling tricycles and described in my Specification No. 13,431 of 1889 will
be quite as safe and weigh less for the same power, than a chemical generator of
gas at a temperature hardly above that of the atmosphere. Well then, it is proposed
to supply the engine with a "working" substance or gaseous fluid by one of the
following methods :-
1st. A chemical generator consisting of obvious modifications of some of the well
known forms of apparatus for generating hydrogen, or carbonic acid, under pressure
and without the application of heat.
2nd. Either of the two forms of generator described in Specification No. 13,431
of 1889.
3rd. By using containing vessels of compressed (liquefied) carbonic acid (CO2),
whose gas delivery pipe is twisted into a spiral or other convenient form and
warmed by some source of heat-for example an oil lamp (or furnace) rendered
safe by wire gauze-like a miner's lamp-in such fashion that its flame cannot set
fire to the hydrogen in the balloon previously described.
Of course any of the three different forms of engine described in my Specification
No. 972 for 1888 can be employed for this purpose when slightly modified to suit
the requirements of the case; the chief of these additions being furnishing the two
types mentioned with trunnions whereby they may be turned as required without
interrupting the flow of steam; and in order to do this most easily, one of the
trunnions is made hollow and furnished with a stuffing box so that the steam does
not leak therefrom when the machine is flexed. Another change made in the 2nd
form or type of wing engine described in Specification No. 9725 of 1888 is to add
a second small cylinder to carry the crank over the "dead point," and indeed I
have lately found it an improvement to work the cylinder as modified, upside down,
in order to heat the contents of the aforesaid wide or large ended cylinder, by a
stream of hot air directed thereon. I do not however limit myself to these forms
or types, for there are several other engines I have invented which are easily
applicable to the purpose above mentioned. Thus the 1st form of engine described
for my submarine boats in Specification No. 4,604 of 1887 is easily suited for the
purpose of being employed as a balloon motor; the more so as it is contrived so
that the duration of the up stroke of the wings may be made much faster than the
down stroke, and indeed this particular type may-therefore-well be used with
curved instead of flat wings even for propelling a balloon machine as I have
described, while the slight modifications I adopt to secure lightness will be
described in my Complete Specification, as they can hardly be treated of with
perspicacity without the aid of drawings. Also, the second form of engine
described in Specification No. 4,604 of 1887 is available for this purpose by placing
the cylinders a little further apart and introducing the necessary lightness of con-
struction. In Specification No. 13,431 of 1889 I have described two more types
of light engine applicable to the present purpose with the following modifications
to wit: The first form (of oscillating engine) to have the main shaft extended by
the use of a double crank which shall directly act upon the wing system instead of
employing a secondary shaft connected by two spur wheels as the engine in Figs. 1
and 2 of No. 13,431 requires. Also, it is to be understood that this extended shaft
may drive a set of bevil wheels to secure an inequality of wing stroke in the same
way as done by the engine in Figs. 1 and 2 of No. 4604 of 1887; or the function
of the last mentioned engine may be filled by the engine described in Specification
No. 13,431 and represented in the drawings Figs. 6, 7 and 8. Lastly, one more
form of engine I have recently invented consists of a cylinder having its steam
chest on the side; with the steam pipe for one of the trunnions turning through a
stuffing box as before mentioned with the other types; and on the opposite side of
the cylinder another trunnion. The forked wing levers are hinged at opposite
ends of a diameter at right angles to that lying in the axis of the trunnions, while
a cross beam attached to the piston rod of the cylinder has pendant pieces attached
to, and working the wings; and moreover this cross beam works through guiding
pieces fixed to the top of the cylinder, while to the bottom of the cylinder there are

page_text: placed pedestal blocks to carry the crank, which is moved over its dead points by
the arrangement for that purpose similar to that described and figured in my
Specification No. 9725 of 1888. Of course a framing supports the trunnions and
connects the "machine" with its generator, and to the balloons.
26
Several methods may be employed to attach the machine and motor to the two
supporting balloons." One way is to run up a light thin tube of wood,. (or a post
in the shape of a girder) down the centre of each balloon; then connecting the top
and bottom of these posts by a light girder stay the framework by cords passing.
from the netting covering the balloons. And if two more girders are placed.
horizontally inside the balloons, and at right angles to the line joining their centres
the ends of these four pieces can be fastened by cords so as to "tie" the whole
balloon system very effectually together. However, in consequence of the weight.
of these girders it is probably more advantageous to have but a single girder
attached to, or suspended below, the necks of the balloons, while all vertical.
erections thereon may be stayed by cords or ropes proceeding from parts of the
netting which is supposed to cover the balloon in all cases when the word "balloon
is used to designate a spherical gas envelope; but, as I stated previously as I con-
template using "balloons," or gas holders of a cylindrical or other convenient
shape, I find in such cases the net of small use, and the engine framing and
generator supports must be attached to light posts just within the balloons and
though they may pierce the envelope in order to receive external attachments the
joint is supposed to be of course made gas tight.
The balloons thus described may be used for military and other purposes, but
as in the former mentioned employ they are liable to be pierced by rifle and other
projectiles, provision must-as far as possible-be made to save the lives of the
occupants in the case of such mishap or other accident. Unfortunately this is
somewhat difficult to do if the rent made in one of the balloons is large, but if it be.
but a comparatively small hole, as for example such as a rifle shot would make,
the loss of gas would be so slow that daring aeronauts would have plenty of time
to disengage an attached parachute and descend by its help from the injured
balloon. However as this invention of a governable balloon is not solely intended
for purposes of war, and other contingencies may arrive besides those caused by
projectiles, I propose to give steadiness, rigidity and general stability still further
to my navigable balloons by stretching one or two sails horizontally between the
two balloons; one generally above, and the other below the apparatus for motive
power.. For such planes would convert the whole balloon system into a sort of
big parachute in the case of vertical fall arising from the sudden stoppage of the
engines. For, I contemplate in this invention using balloons of such small size
that they are not capable of carrying weight save by the aid of the motive
machinery. And therefore when such motive machinery is stopped, the balloon
system, if in the air, will slowly fall. However, the fractional part of the
weight of the balloon system which the wings of the motor support, is entirely one
of convenience; and has nothing to do with the essential parts of this invention,
the relative magnitude only of whose different parts is altered according as it is
desired to cause the buoyancy of the vessels containing the gas to support the whole,
or only part of the apparatus and cargo.
:
Lastly with regard to the wings and their attachment to the engine; it will
probably be found best to have the fulcra of the wings not far from the engine, and
as no part of the wing is needed-in this apparatus for performing the functions
of an immovable or very slowly moving inclined plane or parachute, it will be
best to remove their inner portions and only have the outer portions attached
to the wing levers. Or, in other words only have the outer portions of the
midribs covered with a resisting surface or wing area. Of course this removes
the centres of pressure very far from the fulcra of the wings, but in com-
pensation for this apparent loss of force we have a great gain of velocity;
and therefore the work accomplished is nearly as great as what would be
accomplished by small or short-ones if the inertia of the long wings. is

page_text: properly controlled by springs of steel, or rubber cord, or other convenient
material. Also springs are attached to the wing sockets in order to cause the
wing plane to be tilted backwards during the up, or back, stroke, either after
the fashion of the spring attachments described in my Specification No. 13,945
of 1888, or, by placing a little rod at the end of the wing proper, at right angles
to its midrib, and another corresponding rod at right angles to the end of the wing
lever with a spring so attached to these two rods, that the aforesaid spring will
tend to keep all sections, of the wing plane made at right angles to the midrib,
approximately horizontal but allows such plane to vibrate about an arc of small
extent, so that the wing is nearly horizontal during the down stroke-except in so
far as the reaction of the air turns up its flexible rear, edge-while during the
up stroke such plane has its rear edge turned downwards and front edge turned
upwards. Of course such device prevents the wing from acting similarly on the
up and down stroke as it produces a greater vertical reaction, or lift, during the
down stroke to the depressing force generated on the up stroke.
In general
though, this is advantageous: but if it is desired to stop it, and make the wing act
uniformly on both strokes, the wing pivot which enters the socket of the wing lever
is easily clamped therein by a set screw.
Finally it is by no means necessary that the velocity of the wing surfaces should
increase from their fulcra outwards as a light band wheel can be placed at the
centre about which the wing turns and another at the end of the wing lever
and so connected by a light cord that the wing surface may be held horizontally
during the down stroke if desired, and inclined on the up stroke at will.
Reference to pumps, stays, piping, and pipe connections generally is of course
omitted, as their addition to this invention is presupposed being merely a matter of
engineering knowledge, and a description thereof would only add to the prolixity
of this Specification without materially helping a reader to understand its purport,
or scope, while it would have the additional drawback of turning a Provisional
Specification into a Complete Specification in all essential points save one-riz.-
the accompanyment of drawings.
Dated this 9th day of March 1892.
HENRY MIDDLETON.
COMPLETE SPECIFICATION.
Improvements in Controllable or Governable Balloons for Military
and other Purposes.
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:-
According to this invention I employ two gas vessels or "balloons" of a spherical,
cylindrical or other convenient shape to support a winged motor or "flying machine."
The two balloons are placed the one before, & the other behind, the wing engine
of the flying machine; the line of the wings of which (when extended horizontally)
being placed at right angles with, & as near as convenient to, the line joining the
centres of the balloons; while the centre of mass of the whole motor apparatus
including generator (or boiler, if such be used) is considerably below the aforesaid
line.
The cylinders which work the wings are capable of being turned about trunnions,
or an axis, in order that the plane of wing stroke may be changed as desired for the
purpose of producing a propelling effort conjoined with a lifting or a depressing
force as desired, or exercising simply a prepelling effort alone to act on the balloon
system at will. Because by the use of gascous vessels specifically lighter than air
as much supporting force, as desired can be secured, I find it generally better to

page_text: furnish the flying machine, which controls the motion of the balloon system, with
flat wings. Inasmuch as I have always found that the propelling power of the flat
[& flexible in two directions] wings was superior to that produced by the best
concavo-convex wings I have yet been able to construct. And, as the surface
which the balloons present to the air, makes all motion against even a slight wind a
matter of difficulty; & indeed a serious obstacle to be overcome only by the exertion
of considerable propelling power, I therefore am at present constrained to use the
flat wing instead of a concavo-convex one in spite of the superior supporting force
the latter has. However, by causing the engine to be "flexed' so that the
wing stroke is downwards & forwards; & upwards & backwards: at an angle
of say some 30° or 40° very considerable upward thrust as well as propelling
power can be obtained from a flat wing: & conversely by making the wing flap
downwards & backwards & upwards & forwards it can be caused to exert a
considerable downward as well as forward thrust on the "machine;" & through it
on the balloon system, which by simply flapping the wings up & down vertically,
the balloon is moved forward by their action. And finally by inclining them at
still greater angles than described their thrust can be caused to be almost wholly
vertical. It being understood that such thrust is supporting or depressing according
to the nature of the inclination of the wings.
In order to cause the balloon system to experience least resistance & therefore be
capable cateris paribus-of being able to travel fastest, it is requisite that its surface
should be as small as possible; & therefore it is usually best to employ hydrogen-
or at least a mixture of hydrogen & coal gas-when the balloons are small; but of
course when they are large, this is not so necessary. Further I usually close the
lower openings of the balloons connecting their "necks," or lower apertures together
by a very thin tube of wood, metal or other suitable substance so arranged &
contrived that the gas can pass from one balloon to the other rapidly enough to
maintain a sensibly, constantly equal pressure in both; & thus the evil effects which
would otherwise follow from one balloon leaking gas faster than the other is avoided.
It is generally best on grounds of economy, to retain the gas in the balloons by.
keeping their necks" closed-as I have said-most of the time; for as the wings
can be made to completely control the vertical motion of the balloons no sudden
ascent, with its consequent tendency to burst the balloons, can commonly take place.
Of course though I put valves in the necks of the balloons which can be opened
when the necessity arises, & indeed open themselves automatically if from accident
a sudden ascent takes place; or the balloons are so heated by the sun as to cause
the pressure of the confined gas to rise to dangerous extent. However it is chiefly
to the valves placed on top of the balloons that I rely for safety in such danger.
For these valves also I make to open both automatically & under control. That is
to say I so balance the upper valves by springs that the balloons are automatically
emptied by said valves [there being one in each balloon] when the gaseous pressure
is too much for the containing envelope to safely stand. It being supposed that―
if practicable in every case of filling, the supply of gas will not be discontinued
till the balloons are fairly full or until the upper valves begin to act, then the lower
valves being in general shut it follows that all surplus gas must be discharged from
the large upper valves without the chance of any air being drawn in through the
lower valves, while the (lighter) gas escapes from said upper openings: & thus too
even a gradual diffusion of the heavier atmospheric air into the enclosed gas
through the neck " [always left open in common balloons] is prevented from
taking place.
Concerning the engines employed to move the wings of the aerial vessels or
balloon-flying machines the wing additions required to convert the engine described
in Figs. 6, 7 & 8 of Specification No. 13,431 of 1889 into a flying machine motor,
are as follows. To the aforesaid engine, the wing levers are hinged about fulcra
near the base-plate; the forked ends of these wing levers turn about crank-pins
passing through slots, the crank pins being added to the arms which project from
axles on each side of the twin cylinders: which axles have moreover spur wheels

page_text: gearing one into the other; & one of which is driven from the main shaft of the
engine. Of course, though the cranks & slotted bars, can be driven direct for said
shaft, if considered preferable, without the aid of (velocity) diminishing wheel-work
gear and of course wheel work gear-as for example a worm wheel & endless screw-
is used to flex said engine for the balloon car as indeed is also supposed to be the
case with all the other engines applied to my aerial-vessels or balloon flying-
machines. For further details &c. see Figs. 7, 8 & 9 with description relating
thereto..
Another flying-machine which is convenient to use in connection with the balloon-
system described; is that of which an account, & drawings, is given, in Specifi-
cation No. 21,885 for 1891. [See Figs. 1 & 2 of that. Specification.] This
"machine," consists of a cylinder having its steam chest on the side with the steam
pipe for one of the trunnions turning through a stuffing box as beforementioned
with the other types, & the exhaust pipe on the opposite side of the cylinder in
another trunnion. The forked wing levers are hinged at opposite ends of a diameter
at right angles to that lying in the axis of the trunnions, while a cross beam attached
to the piston rod of the cylinder, has pendant pieces connecting it with the wings:
& moreover this cross beam works through guiding pieces fixed to the top of the
cylinder, while to the bottom of the cylinder there are placed pedestal blocks
to carry the crank which is moved over its dead points by the arrangement for that
purpose described & figured in my Specification No. 9725 of 1888. Of course a
framing supports the trunnions & connects the "machine" with its generator & to
the balloons.
With regard to the method of attaching the engine boiler (or generator) & other
apparatus to the balloons; I generally connect the tops of the balloons together by
a light & strong girder formed of a hollow tube of wood, & and the bottoms also by
a wooden tube which also tends to equalize the gaseous pressure in the balloons as well
as perform the functions of a girder; & indeed the top tube may be used also to form
a channel for gas communication between the two gas envelopes, be they spherical,
cylindrical or other convenient shape. If central struts are used in the balloons the
tops may be tied together. by ropes connecting the angles of the rectangular
framing; which ropes, it is of course to be understood, pass through the balloons
by gas tight holes, or apertures. Lastly I of course contemplate. using netting to
cover the balloons & support certain; proportions of the engine & boiler framing,
passenger car &c., &c. In small balloons the central struts & diagonal rope ties
are probably not necessary, the top & bottom girders with the netting & thickening
bands, or belts, or patches, being alone sufficient for supporting the weights which
have to be carried. And it appears to be still more unnecessary to use the
horizontal, transverse struts & bracing (spoken of in my Provisional Specification)
in most cases but especially when the balloon centres are put so close that the
balloons mutually compress & distort each other & make the frictional surfaces in
contact so great that rotating or twisting about a vertical axis is nearly impossible.
And indeed this twisting effort is completely destroyed or resisted if one or two of
the canvass (or other convenient stuff). planes are stretched across the space between
.the balloons being placed above & below the motor machinery, like horizontal sails.
Light girders may be extended horizontally to take. the ends of the springs or
elastic connections used to destroy the effects of the vis inertia of the vibrating
wings when at the end of their strokes.
The balloon car is of course of wicker-or other convenient substance-supported
& tied by ropes.
While the fuel for the feeding of the fires-when such are used-
is generally a combustible liquid (or gas) whose rate of combustion can be controlled
by the occupants of the car."

page_text: e is a
drawing); vapour generator b; & car or passenger carrier d. The balloons in
this 1st arrangement do not touch each other but are separated as shown.
thin tube [usually of rectangular section] which plays not only the part of a girder
for supporting the car & super-imposed machinery but further enables the gas pressure
to remain constant in the two balloons-[supposed to be closed at the "necks"]-
even though they leak at different rates. is a funnel or chimney made of any
convenient substance-z, either of thin metal [possibly aluminium.] or asbestos
&c., &c.; & carried to such a height, that the balloons are in no danger from the
hot gas issuing therefrom. Of course there is a grating of wire at the top of the
chimney to prevent sparks coming out, & the requisite draught is attained by turning
the exhaust from the engine into said funnel or chimney.
51
The boiler requires but little description inasmuch as it is quite similar in
feature to those I have invented & previously applied to tricycles; similar forms
being described in Specifications Nos. 13,431 & 15,920 of 1889 & 1890 respectively
while the flying machine is an adaptation of wings to one of the engines described
& figured in Specification No. 13,431 of 1889 [see Figs. 6, 7, 8]. is a light girder
connecting the tops of the two balloons: & are two thickening patches, or more
or less complete bands or belts, sewn or otherwise conveniently attached to the
middle portions of the balloons, [though not necessarily to their exact middle] for
the purpose of affording sufficient strength of envelope for attaching the engine
whose weight is chiefly carried by the bands h & & the girder e. Though of
course other bands may be added if necessary. i & show the position of two
light, hollow struts or pillars which may be used if necessary together with the
bracing ropes jj ; & k k . Another system of bracing struts & ties can of course
be introduced at right angles to the above; the pillars being normal to the line
joining the two balloons. But generally this is not necessary & of course care is
taken to make all the holes, through the envelope which are pierced to allow the
passage of ropes &c., gas tight.
Commonly I shorten the so-called "neck" of the balloons-[that is when the
spherical (more or less) shape thereof is used]-& make my balloons as nearly
perfect spheres as possible; the "neck" being represented by a short tube fastened
over an upward projection in the end of the lower pipe. Moreover this pipe e
has two shaped ends, the parts which project down containing valves which
are removed when the balloons are being filled; after which operation the valve
is generally re-inserted, but of course this again is a matter of convenience.
Fig. 2. represents the 2nd arrangement or form of controllable balloons [where
the balloons just touch each other] together with the motor which appears most
suitable for this arrangement. This flying machine engine is of the type by me
invented & described in my Specification No. 4604 of 1887, & therein adapted to
submarine ships, but here with its parts lightened so as to be used in aerial vessels.
If a funnel-supposing a steam motor is used-it has to be turned down as the
drawing represents.
The rest of the apparatus figured being lettered in a similar way to the preceding
diagram further description appears unnecessary.
Fig. 3. shows the 3rd arrangement of form of the controllable balloons-to wit―
where their centres are not placed so far apart as in the previous arrangements but
so close as to cause the balloons to rest against & mutually distort, or compress,
each other. This arrangement has the advantage of requiring less .bracing, but
the possibly compensating. disadvantage of requiring the motor to be placed
considerably below the centre of buoyancy of the "balloons.". As before
c. &c represent the balloons, a the engine of the flying machine & the
generator or producer of the requisite amount of heated gas to be used as the
working substance: the exhaust from the engine being used to cause a draught
in the furnace sufficient to cause the products of combustion to issue from the
downward turned funnel f. The engine a is similar to that invented by me &
described in Specification No. 13431 for 1889. The chief changes being that the
two.cylinders are united by two strong clasping rings at the middle of each; which

page_text: rings, are not only fastened together to form the framing of the cylinders &
enable the "bed-plate" of former engine to be more or less suppressed or done
away with, but further this ring framing forms a good method of attaching the
trunnions about which the cylinders turn. These trunnions are hollow & through
one of them the live steam passes, and through the other, the exhaust of the
engine. The boiler or generator for this engine may of course be of any form, or
design, capable of supplying a large volume of heated gas; but I prefer to use
as a generator, two helices filled with some liquefiable gas [as carbonic acid or
methyl-chloride]. These helices are placed in vessels which can be filled more or
less with hot water, & the gas after passing from the water heated helix next
proceeds through a third helix heated by fire-furnace. Of course the same methods
are adopted to attach the engine (a), generator (b) & car (d) as devised for the
previous arrangements of balloons.
Fig. 4 is a front view of another form of engine [iz. that invented & described
by me in Specifications Nos. 4,604 of 1887; 13,945 of 1888; & 5399 of 1891] with
its actuating "generator" & one of its supporting balloons (the other balloon being
represented as removed to show the apparatus behind it). The generator of steam,
vapour or gas may be of any convenient kind as for example, it may be a tubular
"boiler" [as one of the forms described in my Specifications Nos. 13,431 of 1889
or 15,920 of 1890] or it may. be a hot gas generator [as shown in one of the forms
of Specification No. 13,431 of 1889]. But in the figure I have exhibited the form
of framing & arrangement suited for a tubular boiler b with heater & shield k to
keep the heat &c., &c. from the occupants of the car d below it. Of course the
wings w & are supposed to be fitted with the requisite apparatus I have so
frequently described in my Specifications Nos. 4,604 of 1887, & 9725 of 1888;
13,945 of 1888; 5399 of 1891; and 21885 of 1891 according as flat or concavo-
convex wings are used.
Fig. 5. is a front view of another winged engine a, with boiler b & attendant
apparatus. The mechanism of this engine has been previously figured & described
in my Specification No. 13,431 of 1889, & the only changes I make in it are―
besides turning the engine upside down-swinging the base frame 7 on trunnions
which may or may not be hollow, & if the latter & it be intended to furnish them
with stuffing boxes, & employ such hollow trunnions as channels for the inject &
eject steam, then it will be necessary to omit the hollow piston head device
described in the aforesaid Specification. However if hollow trunnions be used
[& this is not absolutely necessary as flexible piping may (for this purpose) be
exceedingly efficient & suitable inasmuch as the turning of said framing base only
occurs when the engine is "flexed" to cause the machine, through the agency of
the wings, to change its line of flight]-it must be understood that I contemplate
employing part of said hollow tubular framing base (when suitably diaphragmed &
stopped) for conveying the inject & eject of the engine to the trunnions on the top
of the supporting pedestals situated on the girder frame above-& carrying the
casing for the "boiler."
The wings are hinged on gudgeons, or pivots, as shown; being moved up &
down by rods whose upper & lower extremities are furnished with ball & socket
joints (or modifications of Hook's joint if such latter be considered more con-
venient).
The tubular girder connecting the balloon is bent into the shape shown &
lastly the car is omitted from Fig. 5 in order to show the lower point of attachment
of the same more clearly.
Fig. 6. is a side view of the same winged engine (a) boiler (b) car (c) &c., &c.
The side of the boiler case next the observer being as in the previous figure
shown removed.
Fig. 7 is a side view of the winged engine with double piston headed cylinders,
formerly used for tricycles & now adapted to propel balloons. p, q, r, & p', 1', r¹
[& shown in later figs. being behind y&g in this figure] are a system of three
spur wheels driving the wing levers & [only showu], which carry the wings.

page_text: s is the wing flexing arrangement with screw & worm wheel. The engine itself is
described & figured in Specification No. 13,431 for 1889.
Fig. 8 is a plan of same winged engine the letters have the same significations
as in the previous figure.
Fig. 9. is a front view of same winged engine. Here one of the three wheeled
systems-vip, q, is shown, the other vip, q', ',-being behind cannot
be seen.
& are the wing levers & m, m, the girder carrying the fulcra. The
other girder cannot be seen in this figure being behind m m.
Having now particularly described and 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. An aerial vessel or balloon flying machine, consisting of two gas holders of
spherical, cylindrical or other convenient shape, placed one before, & the other
behind a flying machine," or winged motor, whose weight they more or less
support, & by which winged motor, the said balloon system can be directed &
governed substantially as described.
.
2nd. The aürial vessel with its concomitant & accompanying apparatus & other
governing gear for propelling, sustaining (or depressing) & indeed navigating such
craft or balloon system at will, substantially as described & represented in the
drawings, Fig. 1.
3rd. The aerial vessel with its concomitant & accompanying apparatus & other
governing gear for propelling, sustaining (or depressing) & indeed navigating such
craft or balloon system at will, substantially as described & represented in the
drawings Fig. 2.
4th. The aerial vessel with its concomitant & accompanying apparatus & other
governing gear for propelling, sustaining (or depressing) & indeed navigating such
craft or balloon system at will, substantially as described & represented in the
drawings Fig. 3.
5th. The aerial vessel with its concomitant & accompanying apparatus & other
governing gear for propelling, sustaining (or depressing) & indeed navigating such
craft or balloon system substantially as described & represented in the drawings
Fig. 4.
6th. The aerial vessel with its concomitant & accompanying apparatus & other
governing gear for propelling, sustaining (or depressing) & indeed navigating such
craft or balloon system substantially as described & represented in the drawings
Figs. 5, 6.
7th. The winged engine with generator & accompanying apparatus substantially
as described & represented in the drawings Fig. 1.
8th. The winged engine with generator & accompanying apparatus substantially
as described & represented in the drawings Fig. 2.
9th. The winged engine with generator & accompanying apparatus substantially
as described & represented in the drawings Fig. 3.
10th. The winged engine with generator & accompanying apparatus substantially
as described & represented in the drawings Fig. 4.
11th. The winged engine with generator & accompanying apparatus substantially
as described & represented in the drawings Figs. 5 & 6.
12th. The winged engine with generator & accompanying apparatus substantially
as described & represented in the drawings Figs. 3, 7, 8 & 9.
13th. The application to aërial vessels or balloon flying machines of the generator
invented by me for propelling tricycles substantially as described & represented in
Fig. 5.
.14th. The application to aerial vessels or balloon flying machines of the generator
invented by me for propelling tricycles substantially as described & represented in
Figs. 8. & 9 of Specifn. No. 15920 of '90.
15th. The arrangement or combination employed for generating a hot mass of gas
from its liquefied state consisting of gas container, water heater & fire heater, for
B

page_text: working the "engine" of a navigable balloon or aërial vessel substantially as described
& represented Fig. 3.
16th. The connecting tube for equalizing the pressure in two connected balloons
arranged and designed for the several purposes specified in body of this Specifi-
cation, substantially as described & represented in the drawings Figs. 1, 2, 3,
4, 5 & 6.
17th. The top connecting girder for connecting & staying the balloons by being
fastened to their highest parts with the framing or other apparatus for uniting the
two balloons together substantially as described & represented in the different forms
and figures of this Specification:-to wit:-Figs. 1, 2 & 3.
18th. The application of the form of wings, flat & concavo-convex which I have
spoken of, and more completely described in my Specifications for flying machines
Nos. 9725 of 1888 & 21885 of 1891, to such aerial vessels or balloon flying machines
substantially as described & represented in this Specification & its accompanying
drawings.
19th. The arrangement of sails stretched horizontally-when desired-above &
below the motor of the aërial vessel, or balloon system substantially as described.
20th. The application of the winged engine & generator which I have described
& drawn (see Figs. 1 & 2) in my Specification No. 21,885 of 1891, to balloon-
flying machines or aerial vessels.
Dated this 9th day of December 1892.
HENRY MIDDLETON.