IMPROVEMENTS IN AERIAL NAVIGATION, AND IN THE APPARATUS CONNECTED THERE WITH, PARTS OF WHICH ARE APPLICABLE TO LOCOMOTION GENERALLY
Year: 1856

page_text: LETTERS PATENT to Benjamin O'Neale Stratford, Earl of Aldborough, of
Stratford Lodge, in the County of Wicklow, in Ireland, for the Invention
of "IMPROVEMENTS IN AERIAL NAVIGATION, AND IN THE APPARATUS CONNECTED
THERE WITH, PARTS OF WHICH ARE APPLICABLE TO LOCOMOTION GENERALLY."
Sealed the 17th February 1857, and dated the 4th September 1856.
PROVISIONAL SPECIFICATION left by the said Benjamin O'Neale
Stratford, Earl of Aldborough, at the Office of the Commissioners of
Patents, with his Petition, on the 4th September 1856.
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 APPARATUS
CONNECTED THERE WITH, PARTS OF WHICH ARE APPLICABLE TO LOCOMOTION GENERALLY,"
to be as follows:-
This Invention consists of improvements in aerial navigation, and in the
construction of aerial vessels or machines and their several parts and apparatus,
the general principles of their construction and navigation being in other
respects similar to those described in the Specification of former Letters
Patent granted to me for improvements in aerial navigation, dated respectively
the 30th January 1854, and 20th March 1855, and the application of these
improvements, or of modifications thereof, or of part or parts thereof, to loco-
motion generally.

page_text: in
As regards the construction of the aerostat, which term is applied in the
same sense as in my aforesaid Specifications, my present improvements consist
in furnishing the outer compartment, indicated by the letter Din Figures 1, 14,
and 17 of the Drawings hereunto annexed, and which is indicated by the same
letter in the Figures which represent the several forms of aerostats described
my former aforesaid Specifications, which are represented with these outer
compartments with valves opening inwards, and so constructed that the
external air is admitted by these valves into the outer compartment D, when
it exerts a certain pressure against them. These valves are placed in those
parts against which the external atmospheric air acts most forcibly in a
direction opposed to the advance or elevation of the aerial vessel, their use
being, that the external air so acting may enter the outer compartment D
whenever it exerts a certain pressure in a direction opposed to the progress of
the aerial vessel, and in a degree commensurate with or proportioned to the
force with which its acts, thereby producing a condensation of the air within
the compartment D in the same proportion, so as to give sufficient stiffness to
the aerostat to resist the external pressure under all circumstances, by counter-
balancing the increased pressure externally, which may be caused by an adverse
wind, or by the speed with which the aerial vessel may be propelled, by an
internal pressure caused by the increased condensation of the air within, in the
same increased proportion, or as nearly so as possible. Valves opening out-
wards may be placed in the hinder portions of the compartment D, or in any
convenient parts of this compartment, from which a portion of the air, when
permitted to escape, may act most advantageously in increasing the speed or
buoyancy of the aerial vessel; these valves being so constructed, that by means
of springs or other suitable means they shall yield to the pressure of the air
contained within before it shall have arrived at a degree sufficient to injure
the envelope, but which shall retain the air in the compartment D till the
compression shall have arrived at that degree which will render it necessary or
expedient that a portion should be permitted to escape in order to prevent the
envelope being injured by too great a pressure internally; these valves, that is
to say, both the valves so constructed as to admit the external air into the
outer compartment, and those which permit the escape of a certain portion
when suitable, may be used with all the aerostats described in my former
Specifications aforesaid. The aerostats, the vertical sections of which are
represented in Figures 13, 15, 17, and 19 of the Drawings which accompanied
the Specification of my Patent of 20th March 1855, are not represented with
these outer compartments, but outer compartments suitable to this purpose
may be used with these aerostats, and I prefer constructing these aerostats

page_text: with such outer compartments. Valves opening inwards,and constructed in a
manner similar to those already described, may be used to increase the con-
pensation of the air in the wings of the aerost it, and also between the upper
and lower covers of the wings proper, that is to say, the wings which are
immediately attached to the hill or to the seat oc upied by the aeronaut, and
also tall portions of the apparatus which are inflated with atmospheric air,
and they may even be used when nitrogen or other gas is substituted for
atmospheric air in the compartment D, or in the wings or other portions of the
aerial apparatus.although they are more particularly suitable when atmospheric
air is used to inflate them. I make use of the same terms to express the
different parts of the aerial vessels and machines as are used to express
similar parts in my Specifications aforesaid, in all cases in which the parts are
sufficiently alike to admit of the same terms being suitably applied to them,
and in one instance, herein-after mentioned, in wi ich a term is changed for a
more suitable one. I also make use of tubes or narrow air channels, whose
foremost or whose uppermost extremities comm 11icate with or open into the
compartment D, and which pass along in the direction of the principal canes
or combinations of canes which are used to give the necessary stiffness to the
envelope. and to preserve its form, as described in the former Specification of
my Patent of 30th January 1554; or these canes or combinations of caues may
be placed within those tubes or air channels, the object being to give additional
strength to these canes or combinations of canes, and to contribute to increase
the stiffness of the aerostat in those parts; and tubes or air channels may also
be conducted through any portions of the aerost it or apparatus which require
to be more particularly strengthened or stiffened, so as to resist the external
pressure of the atmosphere. These tubes or air channels, when such are placed
in the aerostat, communicate with the outer compartment D, and consequently
have the air within tl.em compressed in a degree proportional to the external
pressure of the atmosphere, in a similar manner to the air in the compartment
D, and when such tubes or air channels are used for any other portions of
the aerial vessel or machine they are furnished with valves opening inwards
at their foremost or upper extremities, which will yield to a certain pressure
from the external air; and they may also be furnished with valves opening
outwards at their hinder or lower extremities, so as to permit a portion of the
air to escape in any convenient direction most likely to conduce towards
increasing the speed or buoyancy of the aerial vessel or machine by the
emission of the air from the tubes, these valves being so constructed by
ineans of springs or other suitable contrivances that they shall yield to the
pressure of the air contained within the tubes before it shall have become

page_text: compressed to a degree sufficient to injure the material of which these tubes
are composed, but which shall retain the air within the tubes till the com-
pression has arrived at that degree which will render it necessary or expedient
that a portion should be permitted to escape, in order to prevent the material
being injured by too great a pressure internally; and even, independently of
this consideration, I prefer that a passage should be afforded to the air through
these tubes, and also through the compartment D, the valves which open out-
wards at the hinder or lower parts of the compartment D, and of the hinder or
lower parts of the tubes, being so constructed and arranged, that a sufficient
internal compression may be maintained under all circumstances.
My present improvements consist, further, in making use of two or more air
channels, the use of which is to assist or facilitate the steering of the aerial
vessel. These channels are placed within the aerostat, and are either inclined
at any suitable angle with its central line, each channel being continued in a
straight line from its commencement to its termination, or they may be curved
or formed with angles at any suitable points, their use being that they may
assist in steering or turning the aerial vessel by the external air being permitted
to pass into and through either the right or starboard channel or channels, or
the channels which incline or turn towards the right or starboard side, or
through the left or larboard channel or channels, or the channels which incline
or turn towards the left or larboard side. Valves which open inwards are
placed at the foremost apertures of these channels, which can be opened or
closed at the will of the aeronauts by means of cords, the extremities of which
are conducted to the hull, so that the external air may be permitted either to
pass through the starboard channel or channels, or through the larboard
channel or channels, or be excluded from them at will. When more than one
starboard and one larboard channel are used for this purpose. I always place
an equal number of channels at each side of the aerostat, and those on the
starboard side are formed exactly equal to the corresponding channels on
the larboard side; that is to say, they have precisely the same inclination or
curve, or turn precisely at the same angles towards the starboard side as
the corresponding larboard channels towards the larboard side.
Figure 1 is a transverse section amidships of an aerial vessel, in which two
separate aerostats of equal size are used, and they are so constructed that they
are capable of describing arcs or curves in the manner of wings, that is to say,
the lower part of each being connected to the hull by means of springs or
spring joints. These aerostats are capable of describing arcs or curves from
the points of attachments, in a manner as nearly as possible resembling that in
which the wings proper, that is to say, the wings attached to the hull, as

page_text: described in my former Specifications, are capable of describing arcs or curves
in imitation of the action of the wings of birds. These aerostats, which I will
term twin aerostats, but one of which is adapted to the starboard and the
other to the larboard side of the aerial vessel,are indicated by the letters A, A.
H is an open space between the twin aerostats through which the air passes
freely, and these aerostats are so formed that this open space or passage for
the air is broadest at the extreme foremost part, that is to say, between the
foremost edges or margins of the twin aerostats, and it gradually diminishes
towards the hinder part; or in other words, the cross sections of the twin
aerostats gradually increase towards their hinder parts, where they are rounded
off, and a stern fan or propeller is attached to the stern of each. A third
aerostat may be used in combination with these, or the twin aerostats may be
used without the third aerostat; this additional or third aerostat is indicated
in the Figure by the letter C. The aerostat C is attached to the hull by cords
which may be unwound at pleasure, so that it may be permitted to rise before
the twin aerostats and hull, or to any convenient height above them, and be
made to assist in elevating the hull and twin aerostats by winding up the cords
so as to draw these towards each other, the air compressed under the aerostat C
as it is drawn downwards acting against its lower surface, in a manner to a
certain extent similar to that in which the air acts against the under surface
of a parachute. The aerostat C should be capable of being either set obliquely
or of being worked in an oblique direction when suitable; the twin aerostats
must be made capable of being worked independently, so that motion may be
communicated to either without being communicated to the other, or one may
be moved more quickly or with greater force than the other, or made to
describe a greater arc than the other, or either may be set at any suitable
inclination,and, when suitable, both may be set at different inclinations, accord-
ing as circumstances may require, on similar principles to those in which the
same may be done with the wings, as described in my former Specifications
aforesaid. H2 is the main air channel of the aerostat C, through which the air
passes freely as it ascends or advances; this air channel is largest at its fore-
most extremity and diminishes gradually towards the hinder extremity, but I
prefer that at its extreme termination it shall assume a formas nearly approxi-
mating to that of a trumpet mouth as the general structure will admit, that is
to say, that it shall be so formed that the air passing outwards shall exert as
much pressure as possible against the hinder part or stern of the aerostat, and
I believe that the form I have mentioned will be found the most suitable to
effect this object; the aerostat C may have wings attached to it, but they are
not necessary. When wings are used with this aerostat, I prefer forming and

page_text: adjusting them in such a manner that they may be capable of being removed
at pleasure,so that the aerostat can be used either with or witho these wings
according to the state of the weather or the precise use for which it is required.
The twin aerostats are furnished with wings, which are indicated by the
letters E, E, in the Figure. Figure 2 is a transverse section of a hull which
is chiefly intended for aerial vessels of a large size, but which may be used
also for small vessels or machines. In this modification, the hull or the
portion of the aerial vessel which is constructed to accommodate the navigators
or passengers, or to carry merchandise or letters, if the aerial vessel be used
to convey
the post, is extended at the sides so as to form or supply the place
of the basal portions of the wings, that is to say, that portion of each wing
which I consider as representing the humerus with the tertial feathers in a bird's
wing. This portion is indicated by the letter a in the Figure, it may either
be fixed immoveably to the hull, or it may be connected to the hull by springs
or spring joints, which will admit of its moving to a certain extent indepen-
dently of the hull with the movements of the other portions of the wings.
When it is intended to be capable of motion in this way, I prefer placing the
springs or spring joints at the points b, b.
My present improvements consist further in the addition of curtains or
pieces of silk or other suitable material, so formed that they may be drawn
downwards when the aerial vessel or machine is at anchor, and which shall
be capable, in combination with the aerostat and the wings of the aerostat,
which in this case are closed or partially closed downwards, of forming a tent
or protection from the weather, so as to preserve the more delicate parts of
the apparatus from injury,and also to shelter the navigators or passengers from
rain, in the event of its being necessary to cast anchor at a distance from a
harbour or building such as are described in my former Specifications aforesaid.
These curtains are capable of being drawn upwards over the upper part of the
aerostat or over the wings of the aerostat, or of being adjusted in some con-
venient position which will not interfere with the necessary movement of the
wings or of any part of the apparatus while the aerial vessel is sailing or flying.
I prefer forming these curtains or the greater portion of them double, that is
to say, of two pieces of material sewed together in such a manner that air
can be introduced between them as into an air cushion, or a sufficient quantity
of air in order to afford additional strength and to enable them better to resist
the effects of wind and weather.
As regards the construction of the wings proper, that is to say, the wings
which are connected to the hull, my present improvements consist in forming
these with a number of spring joints, some of which admit of those portions

page_text: of the wings to which they are attached being closed or partly closed, but
the principal object ofwhich is to cause the wings to strike downwardsagainst
the air with increased force and effect. The greater number of these springs
are formed by long flat plates of steel coiled round an arbor or axle,orinclined
in a cylindrical box, these springs being so adjusted that they are coiled up to
the greatest possible extent without injury. By the time that that portion of
the wing to which each is attached has arrived at its greatest elevation they
are then suddenly liberated, and the reaction of all the springs together, united
with the other means which tend to increase the force and speed of the stroke!
which are herein-after described, cause that portion of the wing so released to
strike downwards against the external air. The wings or either of them may,
however, be liberated, and so caused to strike down before they have been
drawn up to the full extent to which they are capable of being elevated, and
before the springs are coiled upto their greatest extent; but when this is done,
the object is that the wing so liberated before it has been drawn up to its
greatest elevation, or before it has been made to describe the full are which it
is capable of describing, should strike the air with less force than it is capable
of when raised to its fullest elevation. The general principles on which the
wings act are similar to those described in the Specification of my Patent of
30th January 1854, that is to say, the strokes of the wings downwards are
effected by the recoil of the springs united with other appliances to increase
the force and speed of the strokes, the power employed being used to raise the
wings in opposition to the natural action of the springs, which when liberated
cause them to strike downwards by the force of the recoil.
My improvements in this part of my Invention consists in the description of
springs used for this purpose, and in the details of the combinations of different
kinds of springs acting together to produce this effect, and in substituting
springs consisting of long flat plates of steel coiled round an arbor or axle, orin-
closed in a cylindrical box,in placed of the twisted cords, which are described in
my former Specification as applied so as to act the part of springs to the stems
or basal portions of the wings proper, and of the tails and of the alæ spuriæ.
As regards the basal portion of each wing, that is to say, the portion nearest
to the hull, and which is formed to a certain extent inimitation of the humerus
of a bird's wing with the tertial feathers, but which is inclined much more
forward than the humerus of a bird's wing commonly is, or at least as much
forward as the humerus of the bird when extended forward to the fullest extent
of which it is capable, I form this part in such a manner that its farthest
extremity is always higher than the portion which is next the hull, even when
the wing is at its greatest depression. I effect this principally by the form of

page_text: the ribs, which constitute its principal support; these are of the form of semi-
parabolas, or of forms nearly approximating to semi-parabolas, the extremity
of each rib which is most curved being at the base, and the extremity which is
least curved being furthest from the hull. I prefer that the foremost rib should
be rather less curved than the others, and that each succeeding rib should be
slightly more curved than the rib immediately in front of it. The basal
extremities of these ribs are either attached to springs which are set under the
hull, or to pieces of steel or wood and steel united, which I term the stems,
the basal extremities of the stems being in this case attached to the springs
which are set under the hull. The use of the pieces which I term the stems
is to give a suitable form to the portions which are next the hull, and which
are attached to the springs, these portions being in some situations neces-
sarily curved in a different direction from the bases of the ribs, and I find
this the most convenient mode of giving a suitable form to each.
Figures 3, 4, and 5 shew the cross sections of the forms which I generally
prefer for the ribs, and for any portions of the framework of the hull, which
are formed of curved pieces of wood; but I do not limit myself to these forms;
I generally prefer the form shewn in Figure 3 for theribs,and I generallyplace
a thin piece of elastic wood over each rib in the position shewn in the Figure,
and indicated by the letter a, I generally prefer the forms shewn in Figures
4 and 5 for the curved pieces of wood which are employed in forming the
framework of the hull, but the form shewn in Figure 3 is very suitable for
some of these. I make use of a great number of these curved pieces, the
greater number of which are segments of circles, or curves nearly approximating
to segments of circles, in forming the framework of the hull; the convex side
of each of these curved pieces is always the strongest; these are necessarily
shewn on a much larger scale than any of the other Figures. I fix thin flat
plates of steel coiled round an axle, but much lighter than those by which the
stems and ribs are connected to the hull, under the farther extremities of the
ribs, and to these I attach the shafts of the fore wing, as I term the rods or
canes which are the principal supports of that part of the wing which I con-
sider as representing the cubitus of a bird's wing with the secondary feathers.
The shafts of the fore wing are nearly straight, or they may be altogether so; if
curved they should be most so at the extremities which are connected to the
ribs. Both the ribs and the shafts of the fore wing are strengthened by light
steel rods spring-tempered, and a sufficient number of light canes or reeds are
laid across them to give sufficient strength and stiffness; the fore wing springs
downwards against the air by the reaction of the springs when liberated, and
it may be closed downwards under the basal or main wing or partially so when

page_text: not in use,or at any time that this may be desirable. I prefer that the springs
should be sufficiently strong to close the fore wing under the main wing,
supposing it to be so closed without having to encounter the increased resistance
from the external air caused by the speed of the stroke, or as nearly so as pos-
sible, without making the springs too heavy, in order to give it the greatest
force possible when striking downwards against the air, the better to resist the
pressure of the air below when compressed by the force of the stroke; and for
this reason these springs are made stronger, and capable of causing the part to
which they are attached to move through a greater arc than would be required
merely to describe the necessary arc or curve if this additional resistance was
not taken into account; but the weight of the part itself also assists in this
respect. The foremost of the springs which connect the shafts of the forewing
with the ribs is the strongest, and each succeeding one is lighter than the
spring immediately in front of it. I fix steel springs of a still lighter descrip-
tion under the further extremities of the shafts of the fore wing, and to these
I attach the oars, as I term the canes or reeds with thin pieces of elastic wood
united to them, which I consider as acting the part of the carpus metacarpus
and phalanges of a bird's wing with the primary feathers; these are attached to
the springs in such a manner that they are inclined backwards from their bases
to theirextremities; theyare formedof canesorreedsstrengthened by lightsteel
rods, spring-tempered, with thin flat pieces of elastic wood fixed under each.
Two or more sets of oars may be used, each set being connected by springs to
the outer side of the outermost or principal oar of the preceding series, and as
near its base as possible. I prefer making use of two or three sets of oars so
disposed in large vessels, and even a greater number may be used. The speed
with which the extremities of the wings strike the air is increased by this means
when the entire wing strikes from the base, as all the separate portions strike
simultaneously with the basal or main portion, and as each portion strikes
downwards by the action of the springs, which immediately actuate it at the
same time that the waft downwards is communicated to it, as to the extremity
of a lever from its pivot; by the movement of the basal portion the speed of the
portion farthest from the bases is necessarily increased (other matters being
equal) by the number of spring joints which are between the base and the
extremity, and the agitation or fanuing of the air by the farthest extremities
may also be made more constant and effective by increasing the number of
these in vessels of sufficient size to render the more complicated structure
suitable, inasmuch as the light extremities are made to strike the air more
frequently than the main portions of the wing, in a mauner similar to that
described in the Specification of my Patent of 30th January 1854, that is to

page_text: say, in the present arrangement the fore wing strikes simultaneously with the
basal or main wing; but the apparatus may be so constructed that it shall also
strike either once or twice, or a greater number of times. While the basal or
main wing is being raised the oars strike either once or twice, or a greater
number of times, while the fore wing is being raised, but they always strike
simultaneously with the fore wing; and when two or more sets of oars are used
I prefer generally that the outer set or sets should strike a greater number of
times than those which are immediatelyattached to the forewing, but allstrike
simultaneously with the fore wing; the oars are capable of being closed or
partially closed under the fore wing when so required. I prefer making use
of a system of pulleys to raise the basal or main wing,and an application of the
compound axle or compound wheel and axle may advantageously be used in
addition to increase the mechanical power as much as possible, as much more
power is required to raise the basal or main portion of the wing than to raise
the extremities. This will necessarily retard to a certain extent the completion
of the stroke, by the basal portion giving a certain advance in this respect to
the extremities; but this will be only as regards the completion of the stroke,
as all are liberated simultaneously, and I believe that this will not prove disad-
vantageous, inasmuch as the fullest compression of the air will by this means
take place under the wing before the basal portion fully completes its stroke
downwards against the air so compressed.
Figure 6 shews an improved combination of springs which I use for the
attachment or connexion to the hull of the basal extremities of the stems, or of
the ribs when no intervening stems are used, the reaction of these springs,
combined with the other appliances herein described, causing the wings to
strike downwards against the air. All these springs should be as strong as
possible consistently with the necessary limits as to weight, and the power
that can be applied to raise the wings in opp sition to the force of the springs.
There is, however, a certain difference in the strength of the springs, the prin-
cipal stem being attached by the strongest spring; but the position of the
principal stem varies in different sizes and forms of aerial vessels and
machines; the angles at which the different springs are set also differs as
also their precise form of construction.
Figure 7shews an adaptation of a combination of springs to the propellern,
which is shewn in Figure 8; these springs may be connected to the hull in
such a manner as to admit of the whole combination turning in a slight
degree, or describing a very small arc, so as to admit of the propeller n being
brought forward, in a manner nearly similar to that in which the oar of a boat
is brought forward when it is feathered, and then striking obliquely backwards

page_text: and downwards, this being the proper action of this propeller; but I prefer
giving as little freedom of motion as possible to these springs beyond what is
effected by the elasticity of the springs themselves. a, in Figures 6 and 7, is
a spiral steel spring encased in tubes or sheaths, one of which slides to a
certain extent over the other as the spiral spring is compressed or permitted
to extend itself by the action of the stem or rib of the propeller. d. Figure 7,
is a steel spring, the upper part of which is bolted to the hull, and its lower
extremity is attached to the stem of the propeller. Figures 6 and 7 are on a
larger scale than any of the other Figures, except Figures 3, 4, and 5, which
are on a still larger scale. The alæ spuriæ, one of which is seen in Figure 8,
where it is indicated by the letter r, are similar to those described in my
former Specifications aforesaid, where they are indicated by the same letter,
except that they are attached or connected by means of steel springs or spring
joints, similar to those by which the oars are attached, but light in proportion,
and they are capable of being closed or partially closed under the oars when
so required. When I make use of the expression, capable of being closed
under, as applied to the oars, I wish it to be understood that when the fore
wing is closed under the basal or main wing, and the oars and alæ spuriæ are
also closed, that in consequence of the lower surface of the fore wing being
turned uppermost when it is close or partially closed under the main wing,
the oars, although previously closed under the fore wing, will assume a
position above it, when its position is reversed, that is to say, they will be
folded as it were between the main wing and the fore wing, and the ala
spuria will be folded under the oars, and if there be more than one set of
oars, each set will be folded, the one within or under the other.
Figure 8 of the Drawings hereunto annexed is a perspective side view
of the hull of a locomotive aerial vessel, shewing a wing of the present
improved construction, the wing on the opposite side being exactly similar.
a, a, are the ribs; the lower portions of these may be left uncovered, when
anterior wings are used, as herein-after described, the anterior wings extending
over the uncovered portions of the ribs of the wings proper. When the
basal portions of the ribs of the wings proper are uncovered, I prefer fixing
a flat piece of elastic wood under the uncovered portion of each rib;
and I generally give form to these pieces somewhat resembling the blades of
oars, and the air passes between these. In small machines, in which the
wings are worked by a single person, this arrangement is generally the most
suitable; in large vessels it may also be adopted, or the entire may be covered.
o, o, are the oars; in small machines I generally prefer stretching some very
light reeds across these, and covering the entire both above and below, and

page_text: inflating the envelope formed by this double covering; in large vessels, each
set of oars may also be united and covered in a similar manner, or they
may be so constructed as to permit the air to pass between them, in a
manner similar or nearly so to that described in the Specification of my Patent
of 30th January 1854. r, is the ala spuria, a similar one being similarly
placed at the opposite side. g. is the neck, as I term this part; it is formed
of a piece of strong wood, strengthened by one or more steel rods, and by
canes, or by one or more bamboos, according to the size of the vessel; its base
is fixed at the bottom of the hull, and it projects forward, somewhat in the
manner of a bowsprit, and is stayed by cords drawn tightly to the hull; and it
is further strengthened by canes or rods, or bamboos, the but ends of which
are fixed in suitable parts of the framework of the hull, their fore parts being
attached to the neck. The letters h, h, indicate the positions of ribs, which
are connected to this part by steel springs, which are set under the canes or
bamboos or rods, one of which is seen in the Drawing, and indicated by the
letter g2; these ribs are covered, with the exception of their basal extremities;
they are raised simultaneously with the ribs of the wings proper, and they
spring downwards simultaneously with them. I term these with their
covering the anterior wings. Canes or reeds are placed across these rits to
strengthen them, after which some stiff material is stretched across underneath,
and a lighter covering is added above, and the space between them is inflated.
A cross piece is placed across the foremost extremity of the neck, and cords
are drawn from this, and canes or rods attached in such a manner that
they assume the form represented in Figure 9, or nearly so; the lower surface
is covered with some stiff material, and a lighter covering is added above, and
the space between them is inflated. I term this portion of the apparatus the
kite, the form of its lower surface having a certain resemblance to that com-
monly given to a paper kite, and when its foremost part is sufficiently elevated,
the current of air passing backwards from the front, as the vessel or machine
is propelled forwards, impinges on its under surface, in a manner similar to that
in which the air impinges on the under or lower surface of a paper kite; its
inclination can be changed independently of the hull; the air,however, impinges
also in a manner nearly similar or on a principle nearly similar on the lower
surfaces of all the aerostats, which I term locomotive aerostats, the wings and
propellers performing the part which the cord performs for the kite, so far as
pressing it forwards against the wind, or against the current of air which is
produced by its progress forwards; I however always prefer ascending with
the vessel's head to windward as much as possible. The letters j, j, in the
same Figure indicate the positions of the ribs of the posterior wing, but these

page_text: ribs are covered, with the exception of their basal extremities, and these are
concealed in the Drawing by a portion of the wing proper; these ribs are
connected to the hull by steel springs, formed in a mauner nearly similar to that
in which the springs used for the ribs of the wings proper are formed, as herein-
before described, bit lighter; they are fixed under a deck or platform, which is
elevated above that part of the hull to which the ribs of the wings proper are
attached in large vessels. A wing exactly similar to that shewn in the Drawing
is similarly placed at the opposite side in small machines navigated by a single
person. The posterior wings are substituted for the scapular sail, which I
described in the Specification of my Patent of the 30th January 1854, and
which is represented in Figure 5 of the Drawings which accompany that
Specification; they are attached to rods or pieces which pass under the
shoulders of the person who occupies the seat, but these wings extend further
forwards than the scapular sail, which is represented in the Drawing which
accompanies my former Specification aforesaid, and the right and left wings
are separate, and capable of being worked independently of each other. The
posterior wings may be formed with spring joints, formed like those which
are used for the wings proper, as herein-before described, but lighter. I
however prefer generally to form the posterior wings on the same principle or
nearly so as the wings proper described in the Specification of my Patent
of the 30th January 1854, are formed, that is to say, I make the basal
portions of the ribs of a curved form, and I draw the farther or terminal por-
tions upwards by cords towards the arched portions, in the manner described
my former Specification aforesaid, and which is shewn in Figure 4 of the
Drawings which accompany that Specification. I have termed the portions
of the wings proper which are next the sterns, "shafts," in my former Speci-
fication, but I am obliged to term those portious most nearly corresponding
to them "ribs" in the present, in consequence of using the term "shafts" to
denote another portion, and I consider the terins now used to be the most
appropriate. The terminal portions are set with their extremities inclined down-
wards, so that they spring downwards when they are let go or liberated, that
is to say, when they are not drawn in the opposite direction, and by this
means the terminal portions, which I term the palms, strike downwards with an
independent action in addition to the waft downwards, communicated to them
by the action of the wings from their bases, and the palms may also be made
to strike downwards either once, twice, or a greaternumber of times while the
arched or basal portions of the wings are being raised. The ribs should have
light steel rods, spring-tempered, united to them, so as to give the terminal
portious the necessary elasticity. The posterior wings have upper covers, which
in

page_text: I form in a similar manner or nearly so to the covers of the wings proper,
which I described in the Specification of my Patent of the 30th January 185,
with this exception, that according to the present construction, when anaerostat
is used I do not unite the wing covers with the aerostat, and these wing
covers may either be prolonged to a point which is inclined backwards, so that
the hinder portion of the inflated envelope shall assume a triangular form with
the apex uppermost, or they may be rounded off or brought to an edge, so as
make the hinder portion nearly similar in form to the forepart. All the portions
the wings proper, and also the anterior and posterior wings, may be furnished
with valves, on the principle explained in the Specification of my Patent of the
30th January 1854, that is to say, so constructed that they shall permit the
air to pass downwards, but not upwards, except when the arrangement is such
that the latter is effected at pleasure by pulling cords attached to the valves.
In order to give increased stiffness to the wings proper, and to those
surfaces of the propellers which are required to strike forcibly against the air,
so as to enable them sufficiently to resist the reaction of the external air when
compressed by the force of the stroke, I stretch pieces of some stiff material
under the lower surface of each wing, and also across that surface or those
surfaces of each propeller which are required to strike forcibly against the
air, and for this purpose I make use of sets of small vulcanized india-rubber
springs or sheet rubber, which I attach to the side of these pieces of stiff
material, which may be of linen stiffened, by having stiff paper attached to it
by glue or other suitable adhesive substance; but any materials may be used
which combine sufficient stiffness with lightness, according to the size of the
aerial vessel or machine, and which are capable of being stretched across
their surfaces. These pieces of stiff material are stretched across the lower
surfaces of the inflated wing covers, and across those surfaces of the propellers
which are required to strike forcibly against the external air, in addition to the
covering or envelope which is inflated, their use being still further to increase
the force of the resisting surface. The india-rubber springs or pieces of sheet
rubber are made fast to the strongest ribs or shafts or canes of the several
portions of the wings with whi h they are used, or of the propellers, or to the
hull or seat, I generally prefer attaching one set of india-rubber springs for
this purpose to the hull or seat, and drawing those sides of the pieces which
are nearest to the hull or seat to these springs; I make use of the term seat,
as in my former Specifications, to indicate the part which sustains the person
and apparatus in smal' machines intended to be used by a single person; in
large vessels, I term that portion which is occupied by the aerial navigators or
passengers, the hull.
Similar pieces of material to those already described

page_text: may be stretched across the lower surfaces of the anterior wings, and across
the lower surface of the kite, and also across the lower surfaces of the posterior
wings; but they are not necessary for these, at least in small machines.
The propeller, the upper and lower surfaces of which are represented in
Figures 10 and 11, and which is seen in perspective in Figure 8, and the
propeller, which is shewn in Figure 17 of the Drawings hereunto annexed,
differ from all the propellers which are described in my former Specifications
aforesaid; both these propellers have a certain similarity to each other as regards
the manner in which they are worked; but they exhibit two different forms,
each being suited to the aerial vessel with which it is used. I generally
prefer to make propellers which are worked as these are, the manner of which
is herein-after described, of the form represented in Figure 17, or nearly
approximating to that form. The reason of diminishing the breadth of the
propeller which is represented in Figures 8, 10, and 11 at its terminal
portion, that is to say, the portion furthest from the hull, is to avoid inter-
ference with the action of the propeller n, as it strikes backwards, and as
much breadth as is suitable is given to it at the base in order to increase the
buoyancy of the vessel or machine. Propellers on the same general principle,
but varying in form, may be used for all the aerial vessels described in my
presentorin either of my former Specifications aforesaid; the chief peculiarity
of these propellers or the principal feature in which they differ from all the
propellers described in my former Specifications, and also from the other
propellers herein described, is, that each of these is set on an axle which is
capable of revolving in an axie box or sheath or hollow cylinder, so that it
can be set either horizontally or vertically, or at any inclination, by causing
the axle to turn in the axle box or sheath or hollow cylinder, and it may also
be made capable of a continuous rotary motion if so desired. The modification
suited to a rotary aerostat is herein-after described. In the modification shewn
in Figures 8, 10, and 11 the axle may be turned in the box or sheath, so as
to bring it into the position required, and a vibrating or alternate motion may
be communicated to it while the axle box or sheath remains fixed; or the axle
box may be made capable of being turned and adjusted as desired; or the axle
may be turned in the axle box, and then fixed to the box when in the
desired position, and a vibrating or alternate motion may be communicated
to the axle and axle box so united. If a continuous rotary motion is
required, the axle is caused to rotate in the axle box while the latter remains
fixed. It may be so constructed that the axle box or sheath may be set
under a spring, or have a spring or springs attached to it, in such a manner
as to increase the force and speed of the strokes when an alternate motion is

page_text: required; but for this purpose the axle box or sheath should be capable of
having the vibrating or alternate motion communicated to it, but should not
be capable of any other movement, the adjustment or changes of position or
inclination being effected by turning the axle in the box. The alternate motion
in generally given in a manner designed to imitate to a certain extent the
action of the tails of those fishes which have the tail placed horizontally, but
I generally cause it to describe greater arcs than are described by the tails of
these fishes, and by reason of the axle being placed within an axle box or
sheath in the manner described, it is capable of being made to act in a number
of different ways, as already mentioned.
Figure 12 shews a cross section of an improved propeller, which is formed
in other respects in a similar manner to those shewn in Figures 17, 18, 19,
and 20 of the Drawings which accompany my former Specification, which
bears date the 20th of March 1855, and which is indicated in all those
Drawings by the letter Y. Two modifications of form are shewn in these
Drawings, but my present improvements apply generally to both. These pro-
pellers are designed to strike the air alternately towards the right and left,
According to my present improved construction, the space c is inflated; the side
next the stern post or shaft to which it is attached is indicated by the letter z.
I furnish these propellers with tubes or air channels, which pass through
them, as shewn in Figure 12 of the Drawings hereunto annexed, in which
these tubes or channels are indicated by the letters 0,0; valves are placed at
both extremities of these tubes, which permit the air to pass through freely,
whilethe propeller is drawn forwards towards the right or left, but which close
whilethe propeller is performing the strokebackwards towards the central line
of the vessel; and I effect this by attaching cords to these valves in such a
manner, that by drawing the cords forwards, along with the cords by which the
propeller is drawn forwards, the valves are opened, and they close by the
reaction of springs or other convenient means. When these cords are let go, or
allowed to run during the backward stroke, the propellers may be furnished
with any convenient number of these tubes or channels, according to the size
and precise form of the propellers. I bend the two principal canes or bamboos
or rods, one of which is attached to the stern post or shaft, and the other
forms the opposite edge or margin, so that when united, by the lighter extre-
mities being lapped over each other, they somewhat resemble the frame of
a battledoor; but the form is modified in the different vessels; and I draw
cords across in a manner somewhat resembling that in which the cords are
drawn across a battledoor,but with this difference, that I generally draw these
cords from the weaker portion of one of the canes or bamboos or rods to

page_text: the stronger portion of the opposite one, and I prefer making use of india-
rubber springs to maintain the proper tension, but these are not absolutely
necessary. When the top of the propeller is sharp or pointed, I form this
point with additional canes or rods lighter than the others, but I prefer that
they should be of sufficient length to have their bases united with the bases of
the stronger canes or bamboos or rods; in addition to this I fix pieces of light
cane or reed across the propeller, the ends of these being attached to the
principal canes or bamboos or rods which I have just mentioned, and in some
cases cords may be drawn from the principal canes or bamboos or rods; to
those cross pieces, canes, or elastic rods, strengthened by steel rods, spring-
tempered, being united to them, are placed obliquely the butts or stronger
ends, being united at the base of the propeller, and the opposite extremities
being attached to the cane or bamboo or rod, which forms the outer edge or
margin of the propeller. I prefer curving the basal portions of these slightly
inwards, and drawing the terminal portions by cords towards the convex sides
of the curved portions, when very small tackles are fixed, through which these
cords pass, and they are conducted from thence to the hull. I increase the
force of the stroke by drawing cords from each side of the propeller to the
hull, and attaching them, either to india-rubber or steel springs, in such a
manner that the tension shall be equal on both sides, so long as the propeller is
not drawn towards either side; but when the propeller is drawn towards either
side by the cords used for that purpose, (which may be termed the working
cords, and which are distinct from those attached to the springs, which may be
termed the stays,) the reaction of the opposite spring causes the propeller to
strike backwacks when let go or liberated. As regards the propellers which
are designed to strike forcibly against the air only in one direction, as the pro-
pellers which are indicated by the letter Y, in Figures 12, 14, and 16 of the
Drawings which accompany my Specification, which bears date the 20th day
of March 1855, I draw cords from these propellers to the stern, or to that
side of the hull towards which they are designed, to strike forcibly against the
air, and I attach these to springs set in suitable positions in the hull, so that
when the propeller is drawn in the opposite direction to that in which it is
designed to strike forcibly against the air, and then liberated, it is caused to
strike by the reaction of the springs. The frames of these propellers areformed
by canes or elastic rods, strengthened by steel rods, spring-tempered, being
united to them, the basal portions of which are curved, and the terminal
portions are drawn by cords towards the convex sides of the curved portions
where very small tackles are fixed, through which these cords pass so as to
give them the required form, and they are conducted thence to the hull. This

page_text: is effected in a manner nearly similar to that described as applied to theshafts
of the wings proper, as described in my former Specification, which bears date
the 30th day of January, 1854, and which is represented in Fig. 4 of the
Drawings which accompany that Specification; these are placed obliquely,
their bases being connected to the hull by springs or spring joints; the cross
section is of the form shewn in Figure 13 of of the Drawingshereuntoannexed,
and the cross section of the propeller, which is indicated by the letter n, in
Figure 8, of the Drawings which are hereunto annexed, is also similar to that
represented in Figure 13, and the construction of the frame is also similar to
that already described or nearly so; another propellerexactlysimilaris similarly
placed at the opposite side. o, o, Figure 13, are the air tubes or channels;
these are furnished with valves, which are opened as the propeller is drawn in
the opposite direction to that in which it is required to strike forcibly against
the air, but closed as it is performing the stroke. The foremost edge of the
propeller n is presented in front as it is drawn forwards, in a manner to a
certain extent resembling that in which the oar of a boat is brought forwards
when it is feathered, so as to offer the least possible resistance to the
air as it is drawn forwards; it then strikes obliquely backwards and down-
wards by the reaction of the springs or spring joints, by which its base is con-
nected to the hull, and also by the reaction of additional springs which are set
in suitable positions in the hull, to which cords are drawn from the propeller
in such a manner that the reactionof thesprings, whenliberated,giveadditional
force to the stroke. This propeller is to a certain extent similar to that
indicated by the same letter n in Figures 5, 6, 7, 8, 10, 11, 12, 13, 14, 15,
and 16 of the Drawings which accompany my former Specification of Patent,
which bears date the 20th day of March 1855. The present improvements
cousist in the construction of the frame and of the air tubes or channels with
valves, and the inflation of the space between the surface, which is formed to
strike forcibly against the air, and the covering which forms the opposite side
or back of the propeller. This inflated portion is indicated by the letter c in
the cross section, Figure 13, and the addition of the cords, which are drawn
from the propeller to springs which are fixed in the hull in such a manner
that the force of the stroke is increased by the reaction of these springs, as
herein-before described. Propellers of a similar construction to this, or nearly
so, may be substituted for the wings proper, that is to say, the wings which are
attached to the hull in all forms of aerial vessels which have wings attached to
the hull, and which are described in the present, or in either of my former
Specifications aforesaid; but when they are so substituted it is most suitable
that the hull should be of a longer form than those represented in the several

page_text: Figures. When so placed, these propellers may be said to act the part of
wings; they will, however, be less effective as regards the elevation of the vessel,
and in increasing its buoyancy by the compression of the air underneath, than
the wings, which are more properly so called; but they will probably be found
to have greater force as regards the propulsion when the hull is lengthened,
so as to admit of two or more of these propellers being set one behind the
other at each side, like oars in a boat, or in a manner similar to the wings of
the dragon fly; they may be so connected to the hull as to be capable of adjust-
ment, so that they may be made to strike more in a downward and less in a
backward direction, or vice versa, as may be most suitable, according to
circumstances, when they are set one behind the other. I prefer constructing
and arranging the apparatus in such a manner that each propeller shall be
capable of being worked independently, so that the propellers on the same
side of the hull may be made to strike simultaneously, or otherwise,at pleasure.
In all forms and arrangements, either of wings or propellers, I construct the
apparatus in such a manner that the wings and propellers on the right and left
sides of the vessel or machine shall be capable of acting independently of each
other. The springs by which these propellers are connected to the hull may all
be set on the same level, but I prefer generally that they should be set under
decks or platforms of different elevations; and I generally prefer that the
posterior wings should be the highest, but either the anterior or posterior
wings may have the deck or platform to which they are connected higher
than the others. A single propeller ofa form nearly similar to the propeller last
described may be set at the stern in place of the two propellers, in which case
it is caused to strike downwards against the air in a manner nearly similar to that
in which the horizontal tails or the wings which are used for aerostats which
are intended specially for perpendicular ascent, as described in my former
Specification, which bears date the 30th day of January 1854, are capable of
striking downwards against the air; but I arrange the machine in such a
manner that they shall be capable of describing the greatest arcs which
the positions of the adjacent parts of the aerostat or apparatus will permit,
or of being caused to describe smaller arcs when this is suitable; and pro-
pellers so constructed will, I believe, be particularly suitable for vessels
navigating the water, and for locomotion on land. I prefer men's force
to work the wings and the propellers for the purpose of aerial navigation,
that is to say, to draw or force them upwards or forwards or in the
opposite direction to that in which they are required to strike forcibly against
the air, the stroke being performed by the reaction of the springs when
liberated, these springs having been previously drawn or forced in the opposite

page_text: direction; and I prefer applying the men's force in the manner described in
my former Specification, which bears date the 30th day of January 1854,
or nearly so.
In all cases in which I have mentioned vulcanized india-rubber cords in my
former Specification aforesaid as made use of either as stays for any parts of
the aerial vessels or machines, or of the apparatus connected therewith, I find
it more suitable to substitute the best silken or hempen or cotton cords, or
cords of the best ordinary materials, or wire cords, according to the position
of each, and to use only short lengths of vulcanized india-rubber as springs
attached to the ends of the cords, or interposed in suitable parts.
As many
apertures as possible consistent with the necessary strength are left through
the framework of the hull, and these apertures are for the most part largest
in front; their object is to permit the air to pass backwards through the hull
as freely and as copiously as possible. I place an air chamber within the
framework of the hull, into which a considerable portion, or it may be the
greater portion, of the air which passes through these apertures, enters through
a valve or valves which open into this chamber, and I make use of this chamber
as a magazine of compressed air, from which proceed a number of retractile
tubes, that is to say, tubes which are capable of sliding within each other to a
certain extent, which are conducted along the upper sides of the ribs of the
wings proper on both sides of the hull. These tubes are forcibly contracted or
folded to a certain extent within each other while the wings are being raised,
and the spring of the air within, when permitted to act as the wings, strike
downwards, tends to increase the force with which the wings strike against the
external air; they may also be used for the ribs of the anterior and posterior
wings in large vessels. These tubes may be united to each other at their ends
by means of varnished silk, or other flexible material impermeable to air, in
such a manner as not to prevent their sliding or folding within each other to
the required extent, which they should be capable of doing with the least
friction possible,so as not to retard or lessen the speed of the downward strokes
of the wings. To effect this more perfectly, I prefer forming the end of each
of these tubes which is nearest to the hull rather smaller than the opposite
end, the smaller end of each tube sliding into the larger end of the tube next
to it; and I prefer placing a valve at the extremity of each set of tubes which
communicates with the air chamber or magazine; the valves remain closed
while the wing is rising, so as not to permit too great a compression of air
to take place within the tubes during that time as this would cause an
unnecessary expenditure of power in raising the wings; but these open and
permit the air to rush into the tubes from the air chamber or magazine at the

page_text: moment that the wings are released and permitted to strike downwards.
Similar tubes may be used to increase the force of the strokes of the propellers
which are attached to the hull; valves opening outwards from the air chamber,
or from some portions of the tubes, must be so arranged as to permit a portion
of the air to escape when the compression has arrived at a certain point; these
tubes may be curved, that is to say, they may be formed as segments of circles
in all portions where they will slide more easily into each other and in the
opposite direction by being so formed; but the freedom from friction or impedi-
ment is of most importance while they are extending or slipping from within
each other, as this takes place, as the wings or propellers perform the stroke
against the air; some of these tubes may be of an elastic or even a flexible
material, in any parts where this is necessary, in order to fulfil these require-
inents. In all vessels or machines which are provided with stoves, or with any
apparatus for heating the air or the gas in the aerostat, the force of the com-
pressed air in the air chamber or magazine may be increased by means of heat,
by pipes or tubes being conducted to the air chamber from these stoves or
apparatus, and a stove or apparatus sufficient for this purpose may even be
provided in vessels or machines which do not require stoves for other purposes.
My present improvements consist further in making use of two pilot boats
instead of one only in certain forms of aerial vessels. I use the term "pilot
boat" to denote that portion of the apparatus which is capable of being lowered
at pleasure, more particularly when descending, and which is capable of accom-
modating one or more persons who descendin it in order to attach it firmly to
the ground by means of the anchors orgrapnels,and all other available means,
as described in the Specification of my Patent of 30th January 1854. The
position of one of these pilot boats, when two are used according to my present
improvements, is shewn in Figure 8, where it is indicated by the letter P. A
similar one is placed in a similar position on the opposite side. These pilot
boats are made of a form suitable to the positions in which they are placed,
which are at the sides of the prow; an oblong form is generally the most
suitable, but their form must be adapted to the form of the vessel with which
they are used, and it must be such that it shall offer the least possible resistance
to the free passage of the air backwards from the front; they are placed as
far distant from each other as the form of the prow will permit, so that as
much as possible of the current of air which passes backwards from the fore
part of the vessel may pass between the two pilot boats. These two pilot
boats must be precisely alike and of equal weight; they are so adjusted that
they may either be drawn forwards or backwards to a certain extent, or their
weight may be made to act with increased force either on the fore part of the

page_text: neck, or on its hinder portion, or in any part of the hull, by altering the
tension of the cords,so as to throw the weight of the pilot boats either forwards
or backwards, and so increase or diminish the force of the leverage at pleasure,
when it is desirable either to elevate or depress the fore part of the vessel;
either of these pilot boats can be lowered independently of the other. When
the vessel is furnished with a stove or fire-place, or any apparatus for heating
the air or gas in the aerostat, I make use of two of these in all vessels in
which two pilot boats are used, and I place one of them in each pilot boat.
In small machines designed for the use of a single person I fix the grapnels
or anchors in position similar to those in which the pilot boats are placed in
large vessels, that is to say, one at each side of the prow, or in front of the seat
occupied by the aeronaut; and I prefer attaching these grapnels or anchors to
chests of a suitable form, which are made to contain provisions cr as much of
the disposable weight which is required to be carried as possible, and these
chests are lowered with the grapnels or anchors, so as to increase their
efficiency by the weight. I form the small machines also with a neck of the
form already described as adapted to larger vessels, and I increase or decrease
the leverage by causing the weight of the chests with the grapnels or anchors
to act more forcibly on the fore part of the neck, or upon the hinder portion,
or on any part of the machine as may be most suitable under different circum-
stances. When the machine is furnished with a stove or fire-place I make use
of two of them, one being fitted and fixed in each of the chests to which the
anchors are attached. I make use of anchors or grapnels of a similar con-
struction to those described in the Specification of my Patent of 30th January
1854, but with this additional improvement, that I give a power or capability of
elastic extension to the cables by means of spiral steel springs coiled within a
double sheath or tubes, which are also of steel, one of which is capable of
sliding within the other as the spring is extended or contracted, compensating
springs being provided to prevent injury from over-straining. I, however, do
not claim an improvement in the elastic cable, as I am not sufficiently aware
whether this arrangement presents any new feature,but I prefer making use of
steel springs protected by sheaths for this purpose, as being more suitable than
any other material to bear friction against the ground, or any rough or uneven
surface, without injury.
Figure 1+ represents a rotory aerostat, similar in form and construction to
the rotary aerostat described in the Specification of my Patent of 20th March
1855, with the following additions and improvements, which are those which I
claim at present. 9 is a combination of canes or bamboos or wooden rods or
tubes strengthened by steel rods. The combination which I prefer is as

page_text: follows, and this combination may be used for all the combinations of canes
with other materials to strengthen them which are used to give strength and
stiffness to any portions of the several aeriel vessels described in the present or
in either of my former Specifications aforesaid, the minor details being modi-
fied, when necessary, to suit the position of each. I first form a combination
of canes or bamboos joined together, as shewn in the longitudinal section,
Figure 15. Two canes may be united in length by fixing their ends in a piece
of hollow bamboo or cane if the length required is greater than that of a single
cane. When the aerial vessel is of a large size I unite two, three, or a
greater number of these, according to the size of the vessel and the position
for which they are required. I generally prefer to unite three strong bamboos
or canes with two smaller canes or reeds, as represented in the cross section,
Figure 16. a, a, are the principal bamboos or canes; wooden rds, or pieces
of wood, united so as to form tubes, may be substituted for the bamboos or
canes, but I prefer bamboos or canes. c, c, are smaller canes or reeds, such as
are described in the Specification of my Patent of 30th January 1854, or any
light canes or reeds of sufficient strength united with lightness may be used,
their strength being in proportion to the size of the vessel and the position for
which they are required. I place long slender elastic steel rods, such as I
described in the Specification of my Patent of 30th January 1854, one over
each of the bamboos or canes or reeds, the strength of the steel rod being in
proportion to the size of the bamboo or cane or reed; I then place these within
a tube of hard india-rubber, so prepared as to possess as much elasticity as
possible; the interstices of the tubes are filled up
with any
suitable material;
I prefer gelatine. These tibes should be tapered from the butt to the opposite
extremity, so as to correspond with the natural tapering of the bamboos or
canes; over the india-rubber tubing may be placed, either on any portion most
requiring additional strength, or throughout the entire length, tubes of thin
steel, spring-tempered, so fitted that they shall turn freely round very thin
brass tubes, or tubes of antifriction metal, perfectly straight and of such a
length that their ends shall meet within the holes cut in the pieces of light
wood, herein-after described, are placed over the india-rubber tubing and under
the steel tubes, to reduce the friction as much as possible, and in any parts in
which the compound shaft, as I will term the entire combination, is curved. I
fill up between the india-rubber tube and the brass tubes or tubes of anti-
friction metal in such a manner as to form a number of short portions, each
perfectly straight with an angle between them in many portions, or frequently
throughout the greater length of the shaft; this angle will be scarcely per-
ceptible, but it may be a right angle or even an acute angle. Almost any sub-

page_text: stance which is not too heavy may be used to m up between the maia-rover
tubing and the brass tubes or tubes of antifriction metal, but I prefer the sub-
stance commonly called gelatine. By antifriction metal I mean any of those
metals or combinations of metals which are commonly used for those parts of
machinery in which it is required to reduce the friction as much as possible. At
each angle a piece of light wood with a hole bored of sufficient size to allow
it to be slipped down on the shaft is fixed, and very light metal washers should
be placed at each side to prevent friction as much as possible against the ends
of the steel tubes. These steel tubes may be of any lengths which will admit of
their being perfectly straight, but each of these steel tubes, and also that por
tion of the shaft on which it turns, must necessarily be perfectly straight; the
length of each will therefore depend on the form of the inner portion or core of
the shaft on which it turns; the tapering is preserved, as this does not inter-
fere with the capability of turning freely. The form of the shaft longitudinally
will be by this means that of a number of straight portions with intervening
angles, though in many portions of the shaft these angles will be nearly imper
ceptible with one of the pieces of light wood already mentioned, the positions
of some of which are shewn in the section, Fig. 16, where they are indicated
by the letters k,k,fixed at each angle. These pieces may be of any convenient
form, according to the position of each; I generally prefer an oval form, with
the smaller part placed below; they are fixed to the shaft and project suf-
ficiently beyond it to admit of cords being drawn through eyes, or very small
pulleys, or rather tackles, such as are described in the Specification of my
Patent of 30th January 1854, which are attached to these wooden pieces with-
out touching the steel tubes, which should revolve with perfect freedom. The
object of having these steel tubes capable of turning freely in the manner
described is, that they may never be subjected to a continuous strain in any
one direction, but by their capability of turning round with the least possible
friction or obstruction, they may turn when acted on by the most trifling strain,
and so present points in their circumference constantly varying to any strain
acting in any direction. The use of the cords which are drawn through the
eyes or small tackles attached to the wooden pieces which are fixed at the
angles is to give support to the shaft; these cords pass down from the light
extremity of the shaft, or nearly so, and their opposite extremities are made
fast in suitable positions in the bull, a suitable tension being given to the cords
by means of vulcanized india-rubber springs, and this tension may be further
regulated in all changes of temperature by means of keys, as described in the
Specification of my Patent of the 30th January 1854. Cross pieces may be
fixed to the light pieces of wood which are fixed at the angles, or these pieces

page_text: may be prolonged in any positions where it may be found necessary to increase
the strength, by drawing some of the cords to the extremities of the cross
pieces, that is to say, in any positions where such will not interfere with any
other part of the apparatus.
When I form the shaft in the most perfect
manner, that is to say, in the manner which I prefer, I fix an air tube, which
I generally form as shewn in the longitudinal section, Figure 15,and the cross
section of which is shewn in Figure 16, in both of which it is indicated by the
letter t, or nearly of that form; it is attached to the light wooden pieces, which
are fixed at the angles, and the cords pass within this, or at least all of them,
except those which are drawn to the cross pieces; these latter may be outside,
but I generally prefer extending or enlarging the air tubes, so as to cover these
also. The air may be compressed in these air tubes to any required extent by
means of air syringes or bellows; but I prefer in all situations, where it can
conveniently be so arranged, that the air shall pass into them from the com-
partment D, or from some of the air channels into which the air enters, with a
force and rapidity proportional to its pressure against the aerostat externally,
in a direction opposed to its progress, as herein-before explained.
The aerostat revolves freely on the shaft g; it serves to steady it and
to render its union with the hull more complete; a weight may be suspended
from that portion which extends from the bull to the foremost part of the
aerostat when it is desirable to lower the fore part of the aerostat, and so alter
its inclination with the horizon, and a weight may be suspended from the stern
when it is desirable to alter the inclination in the opposite sense. These weights
are used on a similar principle to that explained in my former Specification,
which bears date the 20th of March 1855. A shaft, or combinations of canes
or bamboos with other materials, such as is herein-before described, may also
be used for the aerostat, which is represented in Figures 17 and 18 of
the Drawings which accompanied the Specification of my Patent of 20th
March 1855, with this exception, that in aerostats of this description it is
fixed to the fore part of the aerostat, and a weight may be attached to this
when suitable; and a weight may be attached when suitable to the stern on
similar principles to those just mentioned, and which are more fully explained
in the Specification of my Patent of 20th March 1855. When three wings
are made use of at each side of the hull for rotary aerostats, or for aerostats of
the kind represented in Fig. 18 of the Drawings which accompany my
aforesaid Specifications, I prefer fixing the springs to which the ribs of the wings
are attached to platforms of different heights; and I generally prefer that the
springs to which the ribs of the anterior wings are attached should be fixed
under a deck or platform lower than the others, and that each succeeding wing

page_text: ;
should have the springs to which its ribs are attached set under a deck
or platform higher than that under which those springs are set by which the
ribs of the wing in front of it are attached; and I generally prefer following the
same order of arrangement when a greater number than three wings are
placed at each side of the hull, that is to say, I generally prefer that each wing
should have its basal portion set higher than the wing immediately in front of
it this order may, however, be reversed, and the anterior wings may have
their bases set in a higher position than the others, and each succeeding wing
may have its base set lower than those in front of it, or the anterior and
posterior wings may both be higher than the middle one, by an arrangement
nearly similar to that represented in Figure 8 of the Drawings hereunto
annexed. I always preter attaching the springs to the under side of the
deck or platform, in order that the action of the springs may tend rather to
elevate the hull, or to give it a springing motion upwards than the contrary.
Spring joints, as herein-before described, may be adapted to the terminal
portions of these wings, or they may be formed on the principle herein-before
described, as used for the posterior wings, as represented in Figure 8.
61, 6, are valves which are self-acting, and yield to a certain pressure from
the gas in the aerostat proper A, and by this means the gas is permitted
to escape into the vacuum chamber B₁; if the compression becomes too great,
either from the centrifugal action when the aerostat revolves rapidly, or from
any other cause; there may be any convenient number of these valves. C is
the medium chamber. The medium chamber is constructed on the same
principle as the medium chambers described in my former Specification, which
bears date the 30th day of January 1854; but in the rotary aerostats I form
two separate vacuum chambers; one of these, which is indicated by the letter
B¹, receives a portion of the gas from the aerostat proper when the valves b¹,b),
are acted on by a certain pressure, and a bag or inner envelope covered by a
net is arranged within it, in a manner nearly similar to that described in
my former Specification already mentioned, by means of which the gas may be
returned to the aerostat proper by drawing the bag or inner envelope towards
the apertures, indicated by the letters a¹, a', at any time that the rotary motion
of the aerostat can be suspended, or after descending; the gas is by this means
caused to return to the aerostat proper through the valves 61,6; the apertures
a', a¹, are closed so long as the valves are closed. B2 is a separate vacuum
chamber into which no gas is admitted, but the external air may be admitted
into this chamber or compartment at any time that this is suitable, in order to
increase the weight of the aerostat; in order to descend, cords are attached
to the valves 62, 62, and the opposite extremities of these are conducted to

page_text: a ring, which turns freely at the extremity of a pin, which mayalso be made to
turn freely in a hollow cylinder or sheath which is fixed at the pivot p; this is
the pivot on which the aerostat revolves, and a cord may be attached to
the arm of a lever in such a manner, that by drawing or pulling the opposite
end of this cord, which may be conducted to the hull, the other arm of the
lever shall draw or force the sheath or hollowcylinder in which the pin turns to
which the cords, by which thevalves are actuated,are attached in the direction
p that is to say,in the direction of the central line or axis of the aerostat, but
further aft, so as to open the valves, and the pin to which the cords are attached
still preserving the central line, or line of the axis of the aerostat, and at
the same time turning freely in the sheath or hollow cylinder, the same tension
will be maintained notwithstanding the revolution of the aerostat. I prefer
making use of a lever to effect this object, but any suitable or convenient
appliance may be used for the purpose. If this arrangement is dispensed with
for the valves of the vacuum chamber B, it may be applied to the valves
of the vacuum chamber B¹, so as to adinit of their being opened at pleasure ;
the pin can be caused to return to its original position, when desired, by means
of a s, ring, which will press it in that direction when released, or by any con-
venient arrangement. The inner envelope or bag in the vacuum chamber B
may be drawn towards the apertures a², a², so as to expel the atmospheric air
after the vessel has descended, and before it is again required to ascend
the apertures a², a², are closed so long as the valves are closed.
The term
aercstat proper is used in the same sense in which it is used in my former
Specifications aforesaid, that is to say, it is used to indicate that portion which
is filled with gas, or it may be with rarefied air. Rarefied air may be used
instead of gas for the rotary aerostats. The vacuum and medium chambers are
not absolutely necessary, but I prefer constructing all the aerostats with these
chambers, although the forms and precise arrangements are different in
different forms and modifications of aerial vessels, as set forth in the present
and in my former Specifications aforesaid; and in rotary aerostats, when gas is
used fo inflate the aerostat proper, they may be more particularly useful
in order to furnish means of escape for the gas without loss in consequence of
the centrifugal action. As regards the form and proportions of the rotary
aerostats, and also of the aerostat which is represented in Fig. 18 of the
Drawings which accompanies the Specification of my Patent of the 20th
March 1855, although I do not limit myself to any precise forms or po-
portions, I prefer generally that the extreme foremost part should be either
perfectly cylindricalor nearly so, and that the diameter or cross section should
diminish in a gradually increasing proportion towards the hinder extremity,

page_text: when it is rounded off, as represented in Figures 14 and 17 of the Drawings
hereunto annexed. I prefer that the vanes 1, 1, should project beyond lines
drawn aft from the extreme foremast portion of the aerostat and parallel with
its axis, except at the foremost extremities of the vanes, where they terminate
in points or nearly so.
Figure 17 represents another modification or form of construction of a
rotary aerostat, in which the hull, or portion destined to receive the aeronauts
or passengers and freight, is placed within the aerostat, and no hull or car
isattached below it. The revolving motion is communicated to this aerostat by
the action of the external air against the external vanes, and against the
sides of the internal grooves or channels, and by its oblique passage through
the smaller air channels o, o, all which are similar as regards the general
principles to those set forth as applied to the rotaryaerostat, whichisdescribed
in my last-mentioned Specification,(but which may be further improved in the
details,asherein-afterexplained,) withouttheadditionalassistanceofmechanical
power, or mechanical power is applied by an internal arrangement. I prefer
applying this power by means of men treading on what may be termed a
wheel, which is of sufficient diameter to admitof its peripheryextendinground
the inner circumference of the aerostat, andwhich is furnished with steps for
the feet, and also with bars to be grasped bythe hands of the personsemployed
to turn it. This wheel is indicated by the letter w in Figure 17.
If at any
time the aerostat should revolve so rapidly by the action of the external air
alone as not to admit of the speed being increased by the men's power, they
may cease treading on the wheel till a change in the force or direction of the
wind may make it necessary or expedient that they should again resume
the operation. The wheel may be actuated by any convenient arrange-
ment of mechanism which can be placed within the aerostat, but I prefer
applying the power in the manner I have mentioned. If the aerostat isplaced
horizontally so that its axis of rotation is parallel with the horizon, and it is
notso constructedas tobe capable of being inclined at an angle to the horizon
the axis of this wheel may coincide withthe axis of the aerostat; but when the
aerostat is so constructed as to be capable of being inclined at an angle to the
horizon, as represented in the Figure, or of having is inclination changed at
pleasure, this wheel should be placed obliquely to the axis of the aerostat or
be capable of being so placed, as represented in the Figure, so that the persons
working it may preserve a perpendicular position; this may be effected to
a certain extent by making the steps of the wheel and the bars which are to be
grasped by the hands capable of adjustment, or of having their inclination
changed, but I prefer inclining the wheel, as represented in the Figure
I

page_text: construct this wheel in such manner that the periphery or circumference
is capable of sliding freely, and with the least friction possible, in a groove or
channel in the bull while the aerostat is revolving, but I attach it firmly to the
inner circumference of the aerostat; but for aerostats in which the inclination
of the wheel is required to be capable of being altered at pleasure, it must be
so attached that it can be disengaged when the inclination is to be changed.
and points for attachment must be provided and disposed in suitable positions,
by means of which it may be fixed at the different inclinations as may be
required; and for aerial vessels so constructed, the principal portion of the hull
must be made capable of sliding in grooves or channels formed in the
segmental portions s, s, and this is the arrangement which I prefer. The hull
always maintains its position at the lowest side of the aerostat while the
aerostat and wheel revolve, its position in this respect not being altered by the
rotation of the aerostat, nor by its being caused to slide in the segmental
grooves or channels when this is required in order to change the inclination
of the aerostat, the wheel is turned by the weight of the persons who,tread on
the steps acting conjointly with the tendency to rotate caused by the action of
the external air against the vanes and in the air channels. The rotary motion
of the aerostat may be reversed. or retarded, or caused to cease; or these
objects may be effected, at least to a certain extent, and under certain circum-
stances, by the persons who tread on the wheel changing their position to the
opposite side, and so causing their weight to act in the opposite direction; but
the exact extent to which they will be able by this means to counteract
the tendency to revolve, imparted to it by the action of the external air against
the vanes and against the sides of the air channels, must depend in a great
measure upon different circumstances, such as the precise proportions of its
several parts and the number of men who can be employed to work the wheel,
and also upon the force and direction of the wind at the moment; the position
of a portion of the cargo may, however, be altered or adjusted so as to assist in
effecting this object. The channels, the internal apertures or extremities
of which are indicated by the letters o, o, and which are similar to those
described in iny last-named Specification, and whose outer apertures are
indicated by the same letters in Figure 20 of the Drawings which accompany
that Specification, may be so constructed that they may be capable of having
their inner and also their external apertures closed, or either of them, by means
of valves, at any time that this may be found suitable. The external vanes l, l,
two of which are seen in the section, Fig. 17 of the Drawings hereunto
annexed, and which are shewn more perfectly in the perspective Drawing,
Figure 20, of my last-named Specification, in which the form and construction

page_text: of these vanes are explained, may have this construction so far improved that
they shall be capable of being closed downwards, the air within them being
in this case permitted to escape by means of valves. When additional flat
vanes or fin-like vanes are used, as described in my former Specification
aforesaid, these latter only may be made capable of being closed, or both
may be made capable of being so closed. Spokes formed of combina-
tions of canes and other materials similar to those I have described as
used for the compound shafts, or nearly so, are extended across from the
foremost extremity of the hollow shaft or cylinder i in which the axle of
the propeller revolves, as herein-after described, to the periphery fin
aerostats which are placed horizontally, so that their axis of rotation is
parallel with the horizon, and which are not so constructed as to be capable of
being inclined at an angle to the horizon, the periphery f will coincide with
that of the wheel w, that is to say, both may be formed in one; but for
aerostats which are capable of having their axis of 1otation inclined at an
angle to the horizon these two must be distinct, as represented in Figure 17.
In all rotary aerostats which have the hull placed within the aerostat, one or
more openings must be provided through which the pilot boat can be let down
when required. I prefer that the aerostat should be provided with four of
these apertures, one being placed in one of each of the four portions of the
circumference of the aerostat which is between the vanes 7, 7, so that the pilot
boat may be lowered through any one of these as may be most convenient;
but these apertures must be capable of being closed at all other times, except
so far as may be required for the purposes of ventilation, which may be effected
by means of apertures sufficient for that purpose being formed either in the
doors, which serve to close the larger apertures through which the pilot boat
can be lowered when necessary, or in any convenient part of the outer circum*
ference of the aerostat, or apertures for this purpose can be formed in the sides
of the channels o, o, or in any of the air channels from which tubes can be
conducted in the hull, or in the outer compartment D, into which the
external air is admitted through valves, when the external pressure acts with a
certain force, if the aerostat be provided with these latter, but they may be
found less necessary for the rotary aerostats, in consequence of the centrifugal
action.
Windows or apertures through which the land or water over which
the vessel may be passing can be sufficiently discerned must also be provided
in suitable parts. x in a propeller, which is so adjusted on an axle which
turns in the hollow shaft i, that it may either be fixed on it in such a
manner that the propeller shall rotate with the aerostats or be made to
turn on the axle independently, so that it may be worked with an alternate

page_text: motion to the right and left, or upwards and downwards, or at any inter-
mediate angle of inclination, and I prefer adjusting the apparatus in such
a manner that it shall be capable of being worked more forcibly towards
either side at pleasure, that is to say, in such a manner that it can be
drawn slowly towards one side, and then caused to strike quickly back-
wards, and be caused to describe an arc of any extent which may be most
suitable, according as it may be required to steer or to turn the vessel, and
according to the force and direction of the wind, and also that it may be
capable of being drawn slowly upwards, and then caused to strike quickly
downwards, or vice versa, I prefer forming this propeller with one side only
of a form suitable for striking forcibly against the air, the other side being
rounded, or of a cuirass or pigeon-breast form. that is to say, brought to an
angle in its central line by means of a cane or rod fixed suitably for that
purpose, so that its transverse section shall be triangular. The space wh his
between the surface which is formed to strike forcibly against the air, and the "
opposite side, which may be termed the back of the propeller, is inflated; air
passages with valves, similar to those described as used for the other propellers
which are formed to strike forcibly against the air only in one direction, may
be used. but they are not necessary. I turn the side of this propeller, which
is formed to strike forcibly against the air, to the side towards which I desire
that it shall strike the air forcibly, or I turn this side downwards when I
require that it shall strike forcibly downwards, and I turn it upwards when 1
require that it shall strike forcibly upwards, as for the purpose of descending;
a circular motion may be communicated to it, when desirable in a contrary
direction to that in which the aerostat is turning at the time, and this may
probably be found to assist in suspending or reversing the rotary motion of the
aerostat ; it is not necessary that this propeller should be capable of all these
different actions, but I prefer that it should be so in all cases in which the size
of the aerostat is sufficient to admit of the additional number of cords and the
more complex arrangement without practical inconvenience. I do not limit
myself to the extract form or proportions represented in the Drawing. The
edge or margin e may be convex or straight instead of concave, and the edge
d may be concave or straight, but the edge d must always be stronger and
stiffer at the edge e, and I prefer the form represented in the Figure
generally for the rotary aerostats of the construction shewn in Figure 17. I do
not limit myself to any of the precise forms or proportions of the aerial vessels,
or of their parts or apparatus, as represented in the Drawings, but I believe
them to be the most suitable generally for the uses for which each is designed.
As regards the application of my improvements, or of part or parts thereof,

page_text: or of modifications of the same to locomotion generally, I apply them on
similar principles, and in a manner as nearly similar as the nature of these
improvements will permit to that in which my former improvements in aerial
navigation are applied to locomotion on land and water, as set forth in the
Specification of my Patent of 2nd June 1854.
I adapt the different air channels on the principles herein-before described
to aerostats which are used in combination with vessels navigating the water,
and also for aerostats when combined with locomotives to be used on land,
which may be in other respects similar to those described in my former
Specification aforesaid of "improvements in locomotion on land and
water, &c."
purposes
I adapt the twin aerostats to vessels navigating the water, and in combina-
tion with the third aerostats, as represented in Fig. 1. I believe this com
bination will be found peculiarly adapted to raising vessels from the water on
the ice, or upon land, when this is desirable, and so enabling the same vessel
to be made serviceable on these different elements, especially for the
of warfare, and more particularly for the attack of fortified places in northern
latitudes, which might otherwise be inaccessible in winter. I also adapt the
bull extended at each side, so as to form the basal portions of wings as herein-
before described, to vessels navigating the water, and portions of locomotive
carriages may be similarly extended when wings are connected to them.
I also adapt the improved construction of wings, as herein before described,
and the spring joints as used therewith, and also the several improvements in
the forms of the propellers, and the air tubes or channels furnished with valves,
as herein-before described, and the improved construction of the frames of the
different kinds of propellers, and also the retractile tubes in combination with
an air chamberto vessels navigating the water, and also to locomotivebatteries
and to locomotives to be used in anysituations in which there is sufficient free
space to admit of the action of wings or propellers, or either of them.
Pro-
pellers similar to that represented in Fig. 8 of the Drawings hereuntoannexed
may be substituted for the propellers indicated by the letters a, a,in Figures 1,
2, and 5 of the Drawings of the Specification of my Patent of 2nd June 1854,
and a single propeller of a form nearly similar will, as I believe, be particularly
suitable for vessels navigating the water, andforlocomotives on land; thispro-
peller being connected either to the stern of the vessel, or to the hinder part,
or it may be to the upper part of a locomotive in any convenient position in
the central line, that is to say, in a line drawn along the top of the locomotive
longitudinally from the fore to the hinder extremity; and it may even be
adapted to canal boats and railwaycars by diminishing its breadths; therotary

page_text: aerostats may also be combined with boats or with vessels for navigating the
water, or for locomotives on land.
I apply and intend to claim the several improvements herein set forth, with
certain modifications, to locomotion generally, with the exception of the
improvements in the pilot boats, which are onlyapplicable to aerial navigation.
SPECIFICATION in pursuance of the conditions of the Letters Patent, filed
by the said Benjamin O'Neale Stratford, Earl of Aldborough, in the
Great Seal Patent Office on the 4th March 1857.
TO ALL TO WHOM THESE PRESENTS SHALL COME, I, BENJAMIN
O'NALE STRATFORD, Earl of ALDBOROUGH, of Stratford Lodge, in the County
Wicklow, in Ireland, send greeting.
WHEREAS Her most Excellent Majesty Queen Victoria, by Her Letters
Patent, bearing date the Fourth day of September, in the year of our Lord
One thousand eight hundred and fifty-six, in the twentieth year of Her reiga,
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 1, the said Benjamin O'Neale
Stratford, Earl of Stratford, myexecutors, administrators, and assigns, shouldat
any
time agree with, and no others, from time to time and at all times there-
after during the term therein expressed, should and lawfully might make, use,
exercise, and vend, within the United Kingdom of Great Britain and Ireland,
the Chaunel Islands, and the Isle of Man, an Invention for "IMPROVEMENTS IN
AERIAL NAVIGATION, AND IN THE APPARATUS CONNECTED THEREWITH, PARTS OF
WHICH ARE APPLICABLE TO LOCOMOTION GENERALLY," upon the condition (amongst
others) that I, the said Benjamin O'Neale Stratford, Earl of Aldborough, my
executors or administrators, by an instrument in writing under my, or their,
or one of their hands and seals, should particularly describe and ascertain the
nature of the said Invention, and in what mannerthe same was to be per-
formed,and cause thesame to be filed in the Great Seal Patent Office within six
calendarmonths next and immediatelyafter thedate of the said Letters Patent.
NOW KNOW YE, that I, the said Benjamin O'Neale Stratford, Earl of
Aldborough, do hereby declare thenature 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 :-
.

page_text: This Invention consists of improvements in aerial navigation, and in the
construction ofaerial vessels ormachines,and their several partsandapparatus,
the general principles of their construction and navigation being in other
respects similar to those described in the Specificati ns of my former Letters
Patent granted to me forimprovements in aerialnavigation, dated respectively
the 30th January 1854 and 20th March 1855, and the application of these
improvements or of modifications thereof, or of part or parts thereof, to loco-
motion generally.
As regardsthe constructionof theaerostat (whichterm is applied in the same
sense as in my aforesaid Specifications), my present improvements consist in
furnishing the outer compartment, which is indicated by the letter D, in
Figures 1, 2, 3, 17, 19, and 24, of the Drawings hereunto annexed, and which
is indicated by the same letter in the Figures which represent the several
forms of aerostats described in my aforesaid Specifications, which are repre-
sented with these outer compartments with valves opening inwards, and so
constructed that the external air is admitted by these valves into the outer
compartmentD,when itexerts a certainpressure against them; thesevalves are
placedin those parts againstwhich the external atmosphericpressure actsmost
forciblyin a direction opposed to the advance or elevation of the aerial vessel,
their use being that the external air so acting may enter the outer compart-
ment D whenever it exerts a certain pressure in a direction opposed to the
progress of the aerial vessel, and in a degree commensurate with or pro-
portional to the force with which it acts, thereby producing a condensation of
the air within the compartment in the same proportion, so as to give
sufficient stiffness to the aerostat to resist the external pressure under all
circumstances by counterbalancing the increased pressure externally, which
may be caused by an adverse wind, or by the speed with which the aerial
vessel may be propelled by an internal pressure caused by the increased con-
densation of the air within, in the same increased proportion, or as nearly so
as possible. The positions of some of these valves are indicated by the letters
t¹, t¹, in Figures 2, 3, 19, and 24 of the Drawings hereunto annexed. I place
valves, opening outwards, in the hinder portions of the compartment D, or in
any convenient parts of this compartment, from which a portion of the air,
when permitted to escape, may be most likely to conduce towards increasing
the speed or buoyancy of the aerial vessel. These valves being connected by
springs, or spring hinges, and opening outwards, the force or strength of the
springs being so calculated that they shall yield to the pressure of the air
contained within, before it shall have arrived at a degree sufficient to injure

page_text: the envelope; but the strength or force of these springs being sufficient to
retain the air in the compartment D till the compression shall have arrived at
that degree which will render it necessary or expedient that a portion should
be permitted to escape, in order to prevent the envelope being injured by too
greata pressure internally. The positions of some of these valves are indicated
by the letters t², 2, in the same Figures. The valves which admit the external
air into the outer compartment D, and those which permit the escape of a
certain portion, when this becomes necessary, may be used with all the
aerostats described in my former Specifications aforesaid. The aerostats, the
vertical sections of which are represented in Figures 13,15,17, and 19, of the
Drawings which accompany the Specification of my Patent of 20th March
1855, are not represented with these outer compartments, but outer compart-
ments suitable to this purpose may be used with these aerostats, and I prefer
constructing these aerostats with such outer compartments; valves opening
inwards, and constructed in a manner similar to those already described, may
be used to increase the condensation of the air in the wings of the aerostat,
and also between the upper and lower covers of the wings proper, that is to
say, the wings which are immediately attached to the hull, or to the seat
occupied by the aeronaut, and also to all portions of the apparatus which are
inflated with atmospheric air, and they may even be used when nitrogen or
other gas is substituted for atmospheric air in the compartment D, or between
the lower surfaces of the wings and the wing covers, or in other portions of the
aerial apparatus,although theyare more particularlysuitable when atmospheric
air is used to inflate them. I make use of the same terms to express the
different parts of the aerial vessels and machines as are used to express similar
parts in my Specifications aforesaid, in all cases in which the parts are
sufficiently alike to admit of the same terms being suitably applied to them,
and,in one instance, herein-after mentioned, in which a term is changed for a
more suitable one. I also make use of tubes or narrow air channels, whose
foremost or whose uppermost extremities communicate with or open into the
compartment D, and which pass along in the direction of the principal canes
or combinations of canes which are used to give the necessary stiffness to the
envelope, and to preserve its form as described in the Specification of my
Patent of 30th January 1854; and I attach these tubes to the canes, or these
canes or combinations of canes may be placed within these tubes or air
channels, the object being to give additional strength to these canes or com-
binations of canes,and to contribute to increase the stiffness of the aerostats in
those parts, and tubes or air channels may also be conducted through any
portions of the aerostat or apparatus which require to be more particularly

page_text: strengthened or stiffened, so as to resist the external pressure of the atmo-
sphere; these tubes or air channels, when such are placed in the aerostat,
communicate with the outer compartment D, and consequently have the air
within them compressed in a degree proportional to the external pressure of
the atmosphere, in a similar manner to that in which the air is compressed in
the compartment D; and when such tubes or air channels are used for any
other portions of the aerial vessel or machine, or of the apparatus connected
therewith, they are furnished with valves, opening inwards, at their foremost
or upper extremities, which will yield to a certain pressure from the external
air, and they are also furnished with valves,opening outwards, at their hinder
or lower extremities, so as to permit a portion of the air to escape in any
convenient direction most likely to conduce towards increasing the speed or
buoyancy of the aerial vessel or machine by the emission of the air from the
tubes; these valves being connected by springs of a sufficient regulated force,
and opening outwards, so that they shall yield to the pressure of the air
contained within the tubes, before it shall have become compressed to a degree
sufficient to injure the material of which these tubes are composed, but which
shall retain the air within the tubes till the compression has arrived at that
degree which will render it necessary or expedient that a portion should be
permitted to escape, in order to prevent the material being injured by too
great a pressure internally; and, even independently of this consideration, I
prefer that a passage should be afforded to the air through these tubes, and
also through the compartment D, the valves which open outwards at the
hinder or lower parts of the compartment D, and of the hinder or lower parts
of the tubes, being so constructed and arranged that a sufficient internal com-
pression may be maintained under all circumstances.
My present improvements consist, further, in making use of two or more
air channels, the use of which is to assist or facilitate the steering of the
aerial vessel. These channels are placed within the aerostat, and are either
inclined at any suitable angle with its central line, each channel being
continued in a straight line from its commencement to its termination, or they
may be curved or formed with angles at any suitable points, their use being
that they may assist in steering or turning the aerial vessel by the external air
being permitted to pass into and through either the right or starboard channel
or channels, or the channels which incline or turn towards the right or
starboard side, or through the left or larboard channel or channels, or the
channels which incline or turn towards the left or larboard side. Valves
which open inwards are placed at the foremost apertures of these channels,
which can be opened or closed, at the will of the aeronauts, by means of cords,

page_text: the extremities of which are conducted to the hull, so that the external air
may be permitted either to pass through the starboard channelor channels, or
through the larboard channel or channels, or be excluded from them at will.
When more than one starboard and one larboard channel are used for this pur-
pose, I always place an equal number of channels at each side of the aerostat,
and those on the starboard side are formed exactly equal to the corresponding
channels on the larboard side, that is to say, they have precisely the same inclina-
tion or curve, or turn precisely at the same angles, towards the starboard side as
the corresponding larboard channels towards the larboard side. Two of these
that is to say,a starboard and a larboard channel,are represented in Figure 17
of the Drawings hereunto annexed, where they are indicated by the letter T.
Figure 1 is a transverse section amidships of an aerial vessel, in which two
separate aerostats of equal size are used and they are so constructed that they
are capable of describing arcs or curves in the manner of wings, that is to say,
the lower part of each being connected to the hull by meaus of springs or
spring joints; these aerostats are capable of describing arcs or curves from
the points of attachment, in a manner as nearly as possible resembling that in
which the wings proper, that is to say, the wings attached to the hull as
described in my former Specifications, are capable of describing arcs or curvesin
imitation of the action of the wings of birds; these aerostats, which I will term
twin aerostat, one of which is connected to the hull on the starboard, and the
other on the larboard side, are indicated by the letters A, A. H is an open
space between the twin aerostats through which the air passes freely from the
front,and these aerostats are so formed that this open space or passage for the
air is broadest at the extreme foremost part, that is to say, between the extreme
foremost parts of the twin aerostats, and it gradually diminishes towards the
hinderpart, or,in other words, the cross sections of the twin aerostats gradually
increase towards their hinder parts, where they are rounded off; this swell or
increase of capacity is only at the side of each twin aerostat which is next the
open space or air passage H; the outer side of each twin aerostat receding
gradually from the extreme foremost part towards the stern, as is seen in
Figure 2, which is a horizontal section taken in the line a, a, Figure 1; the
same letters indicate the same parts in these two Figures. A stern fan or pro-
peller may be attached to the stern of each of the twin aerostats, as is shewn
in the horizontal section, Figure 2, where they are indicated by the letters Y, Y;
the construction and form of these propellers is similar to the construction and
form of the propellers, the horizontal sections of which are shewn in Figure
17, and a perspective side view of one of which is seen in Figure 16 of the
Drawings hereunto annexed,and the construction of the framework of which

page_text: in
is herein-after explained; but the propellers which are placed at the sides of
the twin aerostats which are next the air passage or open space H cannot be
drawn so far forward as those which are represented in Figure 17 may be, as
they would interfere with or strike each other if drawn forward beyond a
certain extent; the twin aerostats are capable of being worked independently
of each other, so that motion may be communicated to either without being
communicated to the other, or one may be moved more quickly or with greater
force than the other, or made to describe a greater arc than the other, or either
may be set at any suitable inclination; or these aerostatsmay be set at different
inclinations the one from the other as circumstances may require, on similar
principles to those on which the same may be done with the wings as described
my former Specifications aforesaid. When propellers are attached to the
sterns of the twin aerostats, their proper or independent action as pr pellers
may be suspended when the aerostat to which the propeller is attached is
caused to describe curves in the manner of a wing, and they may be so fixed
that they move only with the motion of the aerostats, and cease during
this time to act their part as propellers, or they may be made to act their
proper part as propellers even during the time that the aerostats to which
they are attached are caused to describe curves in a manner resembling the
action of wings. The wings E, E, Figure 1, are actuated independently
of the aerostats, and each may be made to perform one, two, or a greater
number of strokes during the time that the aerostat to which it is attached is
being raised in the manner of a wing; but each of the wings E, E, always
strikes downwards against the air, at the same time that the aerostat to which
it is attached is caused to descend or strike downwards; the wings E; E, are
actuated in a similar manner to that in which the wings of the aerostats
which are described in my former Specifications aforesaid are actuated, and
alæ spuriæ may be connected to them and worked on a similar principle to
that in which the alæ spuriæ which are connected to the wings of the aerostat
which are described in the Specification of my Patent of 20th March 1855
are worked. A third aerostat may be used in combination with the twin
aerostats, or the latter may be used without the third aerostat; this additional
or third aerostat is indicated in Figure 1 by the letter C; the aerostat Cis
attached to the hull by cords, which may be unwound at pleasure, so th tit
may be permitted to rise before the twin aerostats and hull, either at the time
of first ascending from the earth or at any time that it is desired to ascend
to a greater height in the air,and it may be allowed to rise to any convenient
height above them, and then be made to assist in elevating the hull and twin
aerostats by winding up the cords so as to draw the aerostat C and the hull

page_text: with the twin aerostats attached to it towards each other; the air compressed
under the aerostat C as it is drawn downwards acting against its lower surface
in a manner to a certain extent similar to that in which the air acts against
the under surface of an ordinary parachute, but more nearly resembling that
in which it acts against the under surface of the parachute which is described
in the Specification of my Patent of 30th January 1854. The aerostat C may
be permitted to rise slowly and then drawn quickly downwards, when this is
found suitable, in order to increase the force of the pressure of the air against
its under surface when it is drawn downwards,and to diminish the force of the
atmospheric pressure while it is ascending, and so increase its efficiency in
assisting to elevate the hull and the twin aerostats; and it may be set
obliquely or worked upwards and downwards while in an oblique position, that
is to say, either with one side higher than the other, or with the fore part
either raised or depressed, as the direction or force of the wind or other
circumstances render such a position advantageous. This aerostat may have
wings attached to it, but they are not necessary; when wings are used with this
aerostat, I prefer connecting them to the aerostat in such a manner that they
can be removed at pleasure, so that the aerostat can be used either with or
without the wings, according to the state of the weather, or the use for which
it
may be immediately required. H2 is the main air channel of the aerostat C,
through which the air passes freely downwards or backwards, as it ascends or
advances; this air channel is largest at its foremost extremity, and diminishes
gradually or becomes narrower towards its hinder extremity ; but I prefer that
it should terminate at the extreme hindermost part, in a form resembling that
of a trumpet mouth, as I consider that the air, after being compressed while
passing through the channel, will expand and act against the hinder portion
of the aerostat more effectively when the hindmost extremity of the channel
is so formed. This form is shewn in the horizontal section, Figure 3, which
is taken through the line c, c, Figure 1; stern propellers or stern fans may be
used with this aerostat or they may be dispensed with.
Figure 4 is a transverse vertical section of a hull which is chiefly intended
for aerial vessels of a large size, but which may be used also for small vessels; in
this modification, the hull or the portion of the aerial vessel which is constructed
to accommodate the navigators or passengers, or to carry merchandise orletters,
if the aerial vessel be used to carry the post, is extended at the sides, so as to
form or supply the place of the basal portions of the wings, that is to say,
that portion of each wing which I consider as representing the humerus with
the tertial feathers in a bird's wing; this portion is indicated by the letter a
in the Figure; these basal portions may be either fixed immoveably to the

page_text: hull, or they may be connected to the hull by springs or spring-joints, which
will admit of their moving to a certain extent independently of the hull, with
the movements of the other portions of the wings. When I intend that they
should be capable of motion in this way, I place the springs or spring joints at
the points of b,b; I connect that portion of the wing which I term the fore
wing, that is to say, that portion which I consider as representing the cubitus
of a bird's wing with the secondary feathers, to the part of c of each of the
basal portions, and I connect the terminal portions of the wing or those
portions which I term the oars to the farthest extremities of the shafts of the
fore wing. These terms, as I apply them according to my present improve-
ments, are herein-after more fully explained, but the general principles are
similar to those set forth in my two former Specifications aforesaid.
My present improvements consist, further, in the adaptation of curtains or
pieces of silk or other suitable material, so formed that they may be drawn
downwards when the aerial vessel or machine is at anchor, and which shall be
capable in combination with the aerostat and the wings of the aerostat, which
in this case are closed or partially closed downwards, of forming a kind of tent
or protection from the weather, so as to preserve the more delicate parts of the
apparatus from injury, and also to shelter the navigators or passengers from
rain in the event of it being necessary to cast anchor at a distance from a
harbour or building, such as are described in my former Specifications afore-
said. Curtains may be adapted to all the several forms of aerial vessels
which are described in the present and in my former Specifications aforesaid,
so as to protect them to a considerable extent from injury from the weather
while at anchor; but curtains for this purpose are more particularly suitable
for the class of aerostats which I have termed locomotive aerostats in my
former Specifications aforesaid. One of these is represented at anchor with
these curtains drawn down.and their lower sides fixed to the ground by means
of pins or pegs, like those used for tents, in Figure 5 of the Drawings, which
are hereunto annexed. These curtains may be made capable of being drawn
upwards over the upper part of the aerostat, or over the wings of the aerostat,
or of being adjusted in any convenient position which will not interfere with
the necessary movements of the wings or of any part of the apparatus while the
vessel is sailing or flying. 1 prefer attaching the sides m, m, of the curtains
to the canes which form the outer margins of the wings, and drawing the sides
n, n, upwards to the top of the aerostat by means of the cords c, c, when pre_
paring for sailing or flying. Openings are formed in the curtains, so as not to
impede the passage of the air downwards through the air channels or passages
which are left between the aerostat and the wings of the aerostat, as explained

page_text: in my former Specification of Patent bearing date the 30th January 1854,
while the aerial vessel is sailing or flying; but flaps are provided, which are
drawn over these when the curtains are drawn down. The curtains are indi-
cated in the Figure by the letters L, L. I prefer forming these curtains or
the greater portion of them double, that is to say, of two pieces of material
sewed together in such a manner that air can be introduced between them as
into an air cushion, or a sufficient quantity of air in order to afford additional
strength, and to enable them better to resist the effects of wind and weather.
As regards the construction of the wings proper, that is to say,
the wings
which are connected to the hull, my present improvements consist in forming
these with a number of spring joints, some of which admit of those portions of the
wingswhichare so connected being partiallyclosedor closed to a certain extent,
but the principal object of which is to cause the wings to strike downwards
against the air with increased force and effect; these springs are formed by
long flat plates of steel coiled round an arbor oraxle or inclosed in a cylindrical
box; these springs being so adjusted that they are coiled up to the greatest
possible extent without injury by the time that that portion of the wing which
is connected by means of the spring either to the hull or to a stronger portion
ofthewing hasarrived atits greatestelevation; theyare then suddenlyliberated,
and their reaction causes that portion of the wing so released to strike down-
wards against the external air. The wings, or either of them, may be liberated,
and so caused to strike downwards before they have been drawn up to the full
extent to which they are capable of being elevated, and before the springs are
coiled up to their greatest extent; but when this is done, the object is that the
wing so liberated before it has been drawn uptoits greatest elevation, or before
it has been made to describe the full arc which it is capable of describing, shall
strike the air with less force than it is capable of after having been raised to its
fullest elevation The general principles on which the wings act are similar to
those described in the Specification of my Patent of 30th January 1854, that
is to say, the strokes of the wings downwards are effected by the recoil of the
springs united with other appliances to increase the force and speed of the
strokes; the power employed being used to raise the wings in opposition to
the natural action of the springs, which, when liberated, cause them to strike
downwards by the force of the recoil.
My improvements in this part of my Invention therefore consists in the
description of springs used for this purpose, and in the details of the com-
binations of different kinds of springs acting together to produce this effect, and
in substituting springs consisting of long flat plates of steel coiled round an
arbor or axle, or inclosed in a cylindrical box in place of the twisted cords
F

page_text: which are described in my former Specification, as applied so as to act the
part of springs to the stems or basal portions of the wings proper, and of
the tails, and of the alæ spuriæ.
As regards the basal portion of each wing, that is to say, the portion nearest
to the hull, and which is formed to a certain extent in imitation of the
humerus of a bird's wing with the tertial feathers, but which is inclined much
more forward than the humerus of a bird's wing commonly is, or at least as
much forward as the humerus of the bird when extended forward to the fullest
extent of which it is capable. I form this part in such a manner that its
farthest extremity is always higher than the portion which is next the hull,even
when the wing is at its greatest depression. I effect this principally by the
form of the ribs, which constitute its principal support; these are of the form
of semi-parabolas, or of forms nearly approximating to semi-parabolas; the
extremity of each rib, which is most curved, being at the base, and the extre-
mity, which is least curved, being farthest from the hull. I prefer that the
foremost rib should be rather less curved than the others, and that each suc-
ceeding rib should be slightly more curved than the rib immediately in front of
it. The basal extremities of these ribs are either attached to springs which
are set under the hull, or to pieces of steel, or wood and steel united, which I
term the stems; the basal extremities of the stems being in the latter case
attached to the springs which are set under the hull. The use of the pieces
which I term the stems is to give a suitable form to the portions which are next
the hull, and which are attached to the springs; these portions being in some
situations necessarily curved in a different direction from the bases of the ribs,
and I find this the most convenient mode of giving a suitable form to each. I
form the stems of steel, or of wood and steel combined; the end of each stem
which is farthest from the hull being in the form of a socket or tube, into which
the butt or basal extremity of the rib is fitted, and firmly fixed by screw bolts.
Figures 6, 7, and 8 shew the cross sections of the forms which I generally
prefer for the ribs, and for any portions of the framework of the hull, which are
formed of curved pieces of wood; but I do not limit myself to these forms. I
prefer the form shewn in Figure 6 for the ribs, and I place a thin piece of
elastic wood over each rib in the position shewn in the Figure, and indicated
by the letter a. I generally prefer the forms shewn in Figures 7 and 8 for the
curved pieces of wood which are employed in forming the framework of the
hull; but the form shewn in Figure 6 is very suitable for some of these. I
form the greater portion of the framework of the hull of these curved pieces,
the greater number of which are segments of circles or curves nearly approxi-
mating to segments of circles; the convex side of each of these curved pieces

page_text: is always the strongest, these are necessarily shewn on a much larger scale than
any of the other Figures. I fix thiu flat plates of steel coiled round an axle, but
much lighter than those by which the stems and ribs are connected to the hull
under the farther extremities of the rib, and to these I attach the shafts of the
fore wing,as I term the rods or canes which are the principal supports of that part
of the wing which I consider as representing the cubitus of a bird's wing with
the secondary feathers; the shafts of the fore wing are nearly straight, or they
may be altogether so; if curved they shoull be most so at the extremities,
which are connected to the ribs; both the ribs an I the shafts of the fore wing
are strengthened by light steel rods, spring-tempered, and a sufficient number
of light canes or reeds are laid across them to give sufficient strength and
stiffness; the fore wing springs downwards against the air when liberated by
the reaction of the springs by which it is connected to the main wing, and it
may be closed downwards in such a manner that the greater portion will fold
under the main wing at any time that this may be desired. I prefer that the
springs should be sufficiently strong to close the fore wing downwards, in such
a manner that the greater portion will fold under the main wing,supposing it to
be so closed, without having to encounter the increased resistance from the ex-
ternal air caused by the speed of the stroke, or as nearly so as possible, without
making the springs too heavy, in order to give it the greatest force possible
when striking downwards against the air, the better to resist the pressure of
the air below when compressed by the force of the stroke, and for this reason
these springs are made stronger,an I capable of causing the part to which they
are attached to move through a greater are than would be required for the
actual stroke it this additional resistance were not taken into account, and by
this means no additional cords are required in order to close it to the full
extent when this is desired, but the weight of the part itself also assists in this
respect. The springs which connect the foremost shafts of the fore wings with
the foremost ribs are the strongest, and each succeeding rim and shaft, and the
spring which connects them, are lighter than those in front of them. I fix
steel springs of a still lighter description under the farther extremities of the
shafts of the fore wing, and to these I attach the oars, as I term the canes or
reeds with thin pieces of elastic wood united to them, which I consider as
acting the part of the carpus, metacarpus, and phalanges of a bird's wing,
with the primary feathers; these are attached to the springs in such a manner
that they are inclined backwards from their bases to their extremities; they
are formed of canes or reeds, strengthened by light steel rods, spring-tempered
with a thin flat piece of elastic wood fixed under each. Two or more sets of
oars may be used, each set being connected by springs to the outer side of

page_text: the outermost or principal oar of the preceding series, and as near its base as
is consistent with the general arrange ment, so as to permit each set to have
their proper action. I prefer making use of two or three sets of oars, so dis-
posed in large vessels, and even a greater number may be used; the speed with
which the extremities of the wings strike the air is increased by this means,
when the entire wing strikes from the base, as all the separate portions strike
simultaneously with the basal or main portion, and as each portion strikes
downwards by the action of the springs which immediately actuate it, at the
same time that the waft downwards is communicated to it by the movement of
the basal portion, the speed of the portion farthest from the base is necessarily
increased (other matters being equal) by the number of spring joints which are
between the base and the extremity, and the agitation or fanning of the air by the
terminal portions may also be made more constant and effective by increasing
the number of these in vessels of sufficient size to render the more complicated
structure suitable, inasmuch as the terminal portions are made to strike the
air more frequently than the basal or main portions of the wing, in a mauner
similar to that described in the Specification of my Patent of 30th January
1854; but this principle is more fully and effectively carried out by the
arrangement herein described, that is to say, the fore wing strikes simul-
taneously with the basal or main wing, but the apparatus may be so constructed
that it shall also strike either once or twice, or a greater number of times
while the basal or main wing is being raised. The oars strike either once,
twice, or a greater number of times while the fore wing is being raised, but
they always strike simultaneously with the fore wing, and when two or more
sets of oars are used, I prefer generally that the outer set or sets should strike
a greater number of times than those which are immediately attached to the
fore wing, but all strike simultaneously with the fore wing. The oars are
capable of being partially closed under the fore wing when so required. I
prefer making use of a system of pulleys to raise the basal or main wing, and
I prefer applying the principle of the compound axle in the manner repre-
sented in Figure 9, to increase the mechanical power as much as possible. As
much more power is required to to raise the basal or main portion of the
wing than to raise the terminal portions, this arrangement will necessarily
retard to a certain extent the completion of the stroke by the basal portion,
giving acertain advance in this respect to the terminal portions; but this will
be only as regards the completion of the stroke, as all are liberated simul-
taneously; and I believe that this will not prove disadvantageous,inasmuch as
the fullest compression of the air will by this means take place under the
wing before the basal portion fully completes its stroke downwards against the

page_text: air so compressed. This peculiar arrangement is, however, not necessary, and
the wings may be worked in the manner described in the Specification of my
Patent of 30th January 1854.
Figure 9 shews an improved combination of springs, which I use for the
connection of the basal extremities of the stems or of the ribs when no inter-
vening stems are used to the hull. The reaction of these springs, combined
with the other appliances herein described, causes the wings to strike down-
wards against the air. All these springs should be as strong as possible, con-
sistently with the necessary limits as to weight, and the power that can be
applied to raise the wings in opposition to the force of the springs.
Figure 10 shews an adaptation of a combination of springs to the propeller n
which is shewn in Figure 11. These springs may be connected to the hull in
such a manner as to admit of the whole combination turning in a slight degree
or describing a very small are, so as to admit of the propeller a being brought
forward in a manner nearly similar to that in which the oar of a boat is
brought forward when it is feathered, and it then strikes obliquely backwards
and downwards, and this is the arrangement which I prefer. a, a, in Figures
9 and 10, are two tubes or sheaths, one of which is capable of sliding over the
other, and which contain a spiral steel spring. The lower tube or sheath slides
to a certain extent over the upper as the spiral spring is compressed, and slips
back as it is permitted to extend itself by the action of the stem or rib of the
wing, or of the shaft of the propeller to which it is attached. Either the lower
sheath or tube may slide over the upper, or the upper over the lower.
c, is a
spring, formed by a long flat plate of steel, or it may be a combination of long
flat pieces of elastic wood, with long flat steel springs coiled round them, in a
similar manner to that in which the springs of a similar form, which are repre-
sented in one of the Figures of the Drawings which accompanied the Speci-
fication of my Patent of 3 th January 1854, and which are described in that
Specification, are formed. d, Figure 10, is a steel spring, the upper part of
which is bolted to the hull, and its lower extremity is attached to the stem of
the propeller. The alæ spuriæ, one of which is seen in Figure 11, where it is
indicated by the letter r, are similar to those connected to the wings proper,
which are described in my former Specifications aforesaid, where they are
indicated by the same letter, except that they are attached or connected by
means of steel springs or spring joints, similar to those by which the oars are
attached, but light in proportion, and they are capable of being closed or
partially closed under the oars when so required. When I make use of the
expression, capable of being partially closed under, as applied to the oars, I
wish it to be understood that when the fore wing is closed under the basal or

page_text: main wing, and the oars and ale spuriæ, are also closed; that in consequence of
the lower surface of the fore wing being turned uppermost when it is partially
closed under the main wing, the oars, although previously partially closed
under the fore wing, will assume a position aboveit when its position is reversed,
that is to say, a portion of them will be folded between the main wing and
the fore wing, and the ala spuria will be folded or partially folded under the
oars; and if there be more than one set of oars, each set will be folded, or a
portion of each will be folded within or under the other.
Figure 11 of the Drawings hereunto annexed is a perspective side view of
the hull of a locomotive aerial vessel, shewing a wing proper, with an anterior
and posterior wing of the present improved construction, those wings on the
apposite side being exactly similar. a, a, are the ribs of the wing proper; the
lower portions of these may be left uncovered when anterior wings are used,
as herein-after described, the anterior wings extending over the uncovered
portions of the ribs of the wings proper.
When the basal portions of the
ribs of the wings proper are uncovered, I prefer fixing a flat piece of elastic
wood under the uncovered portion of each rib, and I give a form to these
pieces somewhat resembling the blades of oars, and the air passes between
these. In small machines, in which the wings are worked by a single person,
this arrangement is generally the most suitable; in large vessels it may also
be adopted, or the entire may be covered. e, e, are the oars; in small
machines I generally prefer stretching some very light reeds across these, and
covering the entire both above and below, and inflating the envelope formed
by this double covering; in large vessels each set of oars may also be united
and covered in a similar manner, or they may be so formed and disposed as to
permit the air to pass between them, in a manner similar to that described in
the Specification of my Patent, of 30th January 1854. 7 is the alæ spuria, a
similar one being similarly placed at the opposite side; g is the neck, as I
terin this part, it is formed of a piece of strong wood, strengthened by one or
more steel rods, and by canes or by one or more bamboos, according to the size
of the vessel; its base is fixed at the bottom of the hull, and it projects forwards
somewhat in the manner of a bowsprit, and is stayed by cords drawn tightly
to the hull, and it is further strengthened by canes, or rods, or bamboos, the
but ends of which are fixed in suitable parts of the framework of the hull,
their fore parts being attached to the neck. The dotted lines, which are
indicated by the letters h, h, shew the positions of ribs, which are connected
to this part by steel springs, which are set under the canes, or bamboos, or
rods, one of which is seen in the Drawing and indicated by the letter g³;
these ribs are covered, with the exception of their basal extremities; they are

page_text: raised simultaneouly with the ribs of the wings proper, and they spring down.
wards simultaneously with them. I term these, with their covering, the
anterior wings; canes or reeds are placed across these ribs to strengthen
them, after which some stiff material is stretched across underneath, and a
lighter covering is added above, and the space between these is inflated. A
cross piece is placed across the foremost extremity of the neck, and cords are
drawn from this, and canes or rods attached in such a manner that they
assume the former represented in Figure 12; the lower surface is covered
with some stiff material, and a lighter covering is added above, and the space
between these is inflated. I term this portion of the apparatus the kite, the
form of its lower surface having a certain resemblance to that commonly given
to a paper kite, and when its foremost part is sufficiently elevated, the current
of air passing backwards from the front as the vessel or machine is propelled
forward, impinges on its under surface in a manner similar to that in which
the air impinges on the under or lower surface of a paper kite; its inclina-
tion can be changed independently of the hull; the air, however, impinges also
in a manner nearly similar, or on a principle nearly similar, on the lower
surfaces of all the aerostats, which I term locomotive aerostats, the wings and
propellers performing the part which the cord performs for the kite, so far as
pressing it forwards against the wind or against the current of air which is
produced by its progress forwards. I, however, always prefer ascending with
the vessel's head to windward as much as possible. The dotted lines indicated
by the letters j,j, in Figure 11, shew the positions of the ribs of the posterior
wing, but these ribs are covered, with the exception of their basal extremities;
and these are not seen in the Drawing, being concealed by a portion of the
wing proper. These ribs are connected to the hull by steel springs, formed in
a manner similar to that in which the springs used for the ribs of the wings
proper are formed, as herein-before described, but lighter; they are fixed
under a deck or platform which is elevated above that part of the hull to
which the ribs of the wings proper are attached in large vessels. A posterior
wing, exactly similar to that shewn in the Drawing, is similarly placed at the
opposite side. In small machines, navigated by a single person, the posterior
wings are substituted for the scapular sail which I described in the Speci-
fication of my Patent of 30th January 1854, and which is represented in
Figure 5 of the Drawings which accompany that Specification. They are
attached to rods or pieces which pass under the shoulders of the person who
occupies the seat; but these wings extend further forwards than the scapular
sail, which is represented in the Drawing which accompanies my former
Specification aforesaid, and the right and left wings are separate and capable

page_text: of being worked independently of each other. The posterior wings may be
formed with spring joints, formed like th se which are used for the wings
proper, as herein-before described, but lighter; I, however, prefer generally to
form the posterior wings on the same principle as the wings proper, which are
described in the Specification of my Patent of 30th January 1854, are formed,
that is to say, I make the basal portions of the ribs of a curved form, and I
draw the farther or terminal portions upwards by cords towards the arched
portions, in the manner described in my former Specification aforesaid, and
which is shewn in Figure 4 of the Drawings which accompany that Speci-
fication. I have termed the portions of the wings proper which are next the
stems "shafts" in my former Specification, but I am obliged to term those
portions most nearly corresponding to them" ribs " in the present, in conse-
quence of using the term "shafts " to denote another portion, and I consider
the terms now used to be the most appropriate. The terminal portions are
set with their extremities inclined downwards, so that they spring downwards
when they are let go or liberated, that is to say, when they are not drawn in
the opposite direction; and by this means the terminal portions of these
wings, which I term the palms, strike downwards with an independent action
in addition to the waft downwards communicated to them by the action of the
wings from their bases, and the palms may also be made to strike downwards
either once, twice, or a greater number of times, while the arched or basal
portions of the wings are being raised. The ribs should have light steel rods
spring-tempered, united to them, so as to give the terminal portions the
necessary elastic force The posterior wings have upper covers, which I form
in a similar manner to the covers of the wings proper, which I described in
the Specification of my Patent of 30th January 1854, with this exception,
that according to the present construction, when an aerostat is used, I do not
unite the wing covers with the aerostat, and these winged covers may either
be prolonged to a point, which is inclined backwards, so that the hinder
portion of the inflated envelope shall assume a triangular form with the apex
uppermost, or they may be rounded off or brought to an edge, so as to make
the hinder portion nearly similar in form to the fore part. All the portions
of the wings proper, and also the anterior and posterior wings, may be fur-
nished with valves on the principle explained in the Specification of my
Patent of 30th January 1854, that is to say, so constructed that they shall
permit the air to pass downwards but not upwards, except when the arrange-
ment is such, that the latter is effected at pleasure by pulling cords attached
to the valves.
,
In order to give increased stiffness to the lower surface of the wings proper,

page_text: and to those surfaces of the propellers which are required to strike forcibly
against the air, so as to enable them sufficiently to resist the reaction of the
external air when compressed by the force of the stroke, I stretch pieces of
some stiff material under the lower surface of each wing, and also across that
surface or those surfaces of each propeller which are required to strike forcibly
against the external air; and for this purpose I make use of sets of small
vulcanised india-rubber springs, or sheet rubber, which I attach to the sides of
these pieces of stiff material, which may be of linen, stiffened by having stiff
paper attached to it by glue or other suitable adhesive substance; but any
materials may be used which combine sufficient stiffness with lightness accord-
ing to the size of the aerial vessel or machine, and which are capable of being
stretched across these surfaces. These pieces of stiff material are stretched
across the lower surfaces of the inflated wing covers, and across those surfaces
of the propellers which are required to strike forcibly against the external air,
in addition to the covering or envelope which is inflated, their use being still
further to increase the force of the resisting surface. The india-rubber springs
or pieces of sheet rubber are made fast to the strongest ribs or shafts or canes
of the several portions of the wings with which they are used, or of the pro-
pellers, or to the hull or seat. I generally prefer attaching one set of india-
rubber springs for this purpose to the hull or seat, and drawing those sides of
the pieces of stiff material already mentioned which are nearest to the hull or
seat to these springs; I make use of the term seat, as in my former Speci-
fications, to indicate the part which sustains the person and apparatus in small
machines intended to be used by a single person. In large vessels, I term
that portion which is occupied by the aerial navigators or passengers, the hull.
Similar pieces of material to those already described may be stretched across
the lower surfaces of the anterior wings, and across the lower surface of
the kite, and also across the lower surfaces of the posterior wings; but
they are not necessary for these, at least in small machines.
The propeller, the upper surface of which is represented in Figure 13, and
the lower surface of which is shewn in Figure 14, and which is seen in per-
spective in Figure 11, and the propeller which is shewn in Figure 24 of the
Drawings hereunto annexed, differ in certain respects from all the propellers
which are described in my former Specifications aforesaid; both these pro-
pellers have a certain similarity to each other as regards the manner in which
they are worked, but they exhibit two different forms, each being suited to the
aerial vessel with which it is used. I generally prefer to make propellers
which are worked as these are, the manner of which is herein-after described,
of the form represented in Figure 24 or nearly approximating to that form.

page_text: The reason of diminishing the breadth of the propeller which is represented
in Figures 11, 13, and 14 at its terminal portion, that is to say, the portion
farthest from the hull, is to avoid interference with the action of the
propeller n as it strikes backwards, and as much breadth as is suitable is given
to it at the base, in order to increase the buoyancy of the vessel or machine,
Propellers on the same general principle, but varying in form, may be used
for all the aerial vessels described in my present or in either of my former
Specifications aforesaid. The principal features which distinguish these pro-
pellers are as follows:-Each of them is set on an axle, which is capable of
revolving in an axle box or sheath, or hollow cylinder, so that it can be set
either horizontally or vertically, or at any intermediate inclination, by causing
the axle to turn in the axle box or sheath or hollow cylinder; and it may also
be made capable of a continous rotary motion, if so desired. The modifi-
cation suited to a rotary aerostat is herein-after described. In the modifica-
tion shewn in Figures 11, 13, and 14, the axle may be turned in the box
or sheath, so as to bring it into the position required, and a vibrating or
alternate motion may be communicated to it while the axle box or sheath
remains fixed; or the axle box or sheath may be made capable of being turned
and adjusted, as desired; or the axle may be turned in the axle box, and then
fixed to the box when in the desired position, and a vibrating or alternate
motion may be communicated to the axle and axle box so united.
If a con-
tinuous rotary motion is required, the axle is caused to rotate in the axle box,
while the latter remains fixed. The arrangement may be such that the axle
box or sheath may be set under the spring, or have a spring or springs attached
to it in such a manner as to increase the force and speed of the strokes when
a vibrating or alternate motion is required; but for this purpose the axle box
or sheath should be capable of having the vibrating or alternate motion com-
municated to it, but should not be capable of any other movement, the
adjustment or changes of position or inclination being effected by turning
the axle in the box. The vibrating or alternate motion is generally given
in a manner designed to imitate to a certain extent the action of the tails
of those fishes which have the tail placed horizontally; but I generally
cause it to describe greater arcs than are described by the tails of these
fishes, and by reason of the axle being placed within an axle box or sheath
in the manner described, it is capable of being made to act in a number of
different ways, as already mentioned.
Figure 15 shews a section of an improved propeller, which is to a certain
extent similar to the propellers shewn in Figures 17, 18, 19, and 20 of the
Drawings which accompany my former Specification, which bears date the

page_text: 20th of March 1855, and which are indicated in all those drawings by the
letter Y; two modifications of form are shewn in these Figures; but my present
improvements apply to both. These propellers are designed to strike the air
alternately towards the right and left. According to my present improved con-
struction, the space c is inflated; the side next the hull to which it is attached
is indicated by the letter z. The section is taken obliquely between the canes,
which are indicated by the letter z2 in Figure 19, in which a vertical section of
this propeller is seen. I furnish these propellers with tubes or air channels,
which pass through them, as shewn in Figure 15 of the Drawings hereunto
annexed, in which these tubes or channels are indicated by the letters o, o ;
valves are placed at both extremities of these tubes, which permit the air to pass
through freely while the propeller is drawn forwards towards the right or left, but
which close while the propeller is performing the stroke backards towards the
central line of the vessel; and I effect this by attaching cords to these valves in
such a manner that by drawing these cords forwards along with the cords by
which the propeller is drawn forward, the valves are opened, and they close by
the reaction of springs, whenthese cords are let go or allowed to run duringthe
backward stroke. The propeller may be furnishedwith any convenient number
of these tubes or channels according to the size and precise form of the pro-
peller. I bend the two principal canes or bamboos or rods, which are indicated
by the letters z¹,z¹, in Figure 19,in which the broadest section of this propeller
is seen, and where it is indicated by the letter Y in the form represented in
the Figure, and I lap the lighter end of these canes or bamboos over each
other and unite them. I then draw cords tightly across each end, being drawn
from a stronger portion of one of these canes to a weaker portion of the
other; and I prefer inserting short india-rubber springs to maintain the proper
tension, but these are not absolutely necessary. When the top of the propeller
is sharp or pointed, as that which is represented in the Figure, I form this
point with additional canes or rods lighter than the others, but of sufficient
length to admit of their bases being united with the bases of the stronger
canes or bamboos z¹, z¹. In addition to these, I fix pieces of light cane or
reeds across the propeller, and I attach the ends of these to the canes or
bamboos z¹, z, and additional cords may be drawn from the principal canes
or bamboos to these; bamboos or canes,strengthened by steel rods, spring-tem-
pered, being attached to them, which are indicated in the same Figure by the
letters z2,2,are placed bliquely, the butts or stronger extremities being united
at the base of the propeller, and the lighter extremities being attached to the
bamboos or canes z¹, z¹. I increase the force of the stroke by drawing cords
from each side of the propeller to the hull, and attaching them either to india-

page_text: rubber or steel springs, in such a manner that the tension shall be equal onboth
sides, so long as the propeller is not drawn towards either side; but when the
propeller is drawn towards either side by the cord used for that purpose
(which may be termed the working cords, and which are distinct from those
attached to the springs, which I will term the stays), the reaction of the oppo-
site spring causes the propeller to strike backwards when let go or liberated.
As regards the propellers, which are designed to strike forcibly against the
air in one direction only, in a manner similar to that in which the propellers
which are indicated by the letter Y in Figures 12, 14, and 16 of the Drawings
which accompany my Specification of Patent which bears date the 2 th of
March 1855, strike the air, I draw cords from these propellers to that side
of the hull towards which they are designed to strike forcibly against the air,
and I attach these to springs set in suitable positions in the hull, so that when
the propeller is drawn in the opposite direction to that in which is is designed
to strike forcibly against the air, and then liberated, it is caused to strike by the
reaction of the springs. The frames of these propellers are formed by canes
or elastic rods strengthened by steel rods, spring-tempered, being united to
them, the basal portions of which are curved, and the terminal portions are
drawn by cords towards the convex sides of the curved portions, where very
small tackles are fixed, through which these cords pass, and their opposite
extremities are conducted to the hull, and by means of these an independent
motion is communicated to the terminal portion, which is indicated in the
Figures by the letter y². This is effected in a similar manner to that described
in the Specification of my former Patent of 30th January 1854 as applied to
the wings proper as therein described,and which is represented in Figure 4 of
the Drawings which accompany thatSpecification, and by this arrangement the
terminal portion strikes the air much more frequently and rapidly than the
basal or main portion. The cross section of this propeller taken at the line
a, a, Figure 16, is shewn in Figure 17 of the Drawings hereunto annexed.
Figure 18 is a section of the stern propeller, which is seen in perspective in
Figure 11, taken obliquely between the canes c, c, the positions of which are
indicated by the dotted lines c, c, in Figure 11. 0, 0, are the air channels,
which permit the air to pass through them as the propeller is drawn forward,
but are closed by means of springs as the propeller performs the stroke
obliquely backwards and downwards. This propeller is sharpest at the
margin m, and inflated in the hinder portion. The margin m is formed by a
strong case or rod, with a light steel rod attached to it, and the cords by which
it is drawn forward are attached to this, their opposite extremities being con-
ducted to the hull. The foremost edge of the propeller n is presented in fron

page_text: as it is drawn forwards in a manner to a certain extent resembling that in
which the oar of a boat is brought forward when it is feathered, so as to offer
the least possible resistance to the air as it is drawn forwards. It then strikes
obliquely backwards and downwards by the reaction of the springs or spring
joints, by which its base is connected to the hall, and also by the reaction of
additional springs which are fixed at the side of the hull, towards which it is
required that the propeller should strike when liberated, and cords are drawn
from the propeller to these springs, so that the reaction of these springs, when
liberated, gives additional force to the stroke. This propeller is to a certain
extent similar to that indicated by the same letter n in Figures 5,6,7,8,10,
11, 12, 13, 14, 15, and 16 of the Drawings which accompany my former
Specification of Patent, which bears date the 20th day of March 1855; the
present improvements consist in the construction of the frame and of the air
tubes or channels with valves, and the inflation of the space between the
surface, which is formed to strike forcibly against the air and the covering
which forms the opposite side or back of the propeller. This inflated portion
indicated by the letter c in the oblique section, Figure 18, and the addition
of the cords which are attached to the propeller, their opposite extremities
being attached to springs which are fixed in the hull in such a manner that
the force of the stroke is increased by the reaction of these springs. Propellers
of a similar construction to this, or nearly so, may be substituted for the wings
proper, that is to say, the wings which are attached to the hull in all
forms of aerial vessels which have wings attached to the hull, and which are
described in the present or in either of my former Specifications aforesaid, but
when they are so substituted, it is most suitable that the hull should be of a
longer form than those represented in these Figures. When so placed these
propellers may be said to act the part of wings; they will, however, be less
effective as regards the elevation of the vessel, and in increasing its buoyancy
by the compression of the air underneath than the wings which are more
properly so called, but they will probably be found to have greater force as
regards the propulsion when the hull is lengthened so as to admit of two or
more of these propellers being set one behind the other at each side, like oars in
a boat, or in a manner similar to the wings of the dragon fly. They may be
so connected to the hull as to be capable of adjustment, so that they may
be made to strike more in a downward and less in a backward direction, or
vice versa, as may be most suitable according to circumstances; when they
are setone behind the other. I prefer constructing and arranging the apparatus
in such a manner that each propeller shall be capable of being worked
independently, so that the propellers on the same side of the hull: may
bemade

page_text: to strike simultaneously or otherwise at pleasure. In all forms and arrange-
ments either of wings or propellers, I construct the apparatus in such a
manner that the wings and propellers on the right and left sides of the
vessel or machine shall be capable of acting independently of each other.
Three of these propellers are shewn in Figure 16 of the Drawings hereunto
annexed, where they are indicated by the letter n.
Figure 16 is a perspective side view of the aerial vessel, whose hori-
zontal section is shewn in Figure 17. The hull is made longer than the
hulis of vessels of the same class, to which wings properly so called are
attached in order to suit these propellers. Three propellers exactly similarare
placed at the opposite side of the hull, a side view of one of the improved
stern propellers is shewn in this Figure, where it is indicated by. the
letter Y. Another stern propeller, exactly similar, is similarly placed at
the opposite side; three or more propellers similar to those which are repre-
sented in Figure 16, where they are seen attached to the hull in place of wings-
properly so called, and which are indicated by the letter n, may very suitably
be substituted for the wings, properly so called, which are connected to the car
in Figure 23, and they may also very suitably be connected to the hulls of
aerial vessels of the class represented in Figures 17 and 18 of the Drawings
which accompany the Specification of my Patent of the 20th of March 1855.
The springs, by which the propellers n, n, are connected to the hull, may all
be set on the same level, but I prefer generally that they should be set under
decks or platforms of different elevations, and I generally prefer that the
posterior propellers should be the highest, but either the anterior or posterior
propellers may have the deck or platform to which they are connected higher
than the others. A single propeller of a form somewhat similar to the
propeller last described, but still more nearly resembling the horizontal tails
described in the Specification of my Patent of 30th January 1854, may be set
at the stern in the place of the two propellers, in which case it is caused to strike
downwards against the air in a manner similar to that in which the horizontal
tails, or the wings which are used for aerostats, which are intended specially
for perpendicular ascent, as described in my former Specification, which bears
date the 30th day of January 1854,are capable of striking downwards against
the air, but I arrange the mechanisin in such a manner that they shall be
capable of describing the greatest arcs which the positions of the adjacent parts
of the aerostat or apparatus will permit or of being caused to describe smaller
arcs when this is suitable; and propellers so constructed will, I believe, be
particularly suitable for locomotives on land, and they may also be adjusted to
vessels used for the navigation of the water I prefer men's force to work the

page_text: wings and the propellers for the purposes of aerial navigation, that is to say,
to draw or force them upwards or forwards, or in the opposite direction to
that in which they are required to strike forcibly against the air, the stroke
being performed by the reaction of the springs when liberated. these springs
having been previously drawn or forced in the opposite direction, and I prefer
applying the men's force in the manner described in my former Specification,
which bears date the 30th day of January 1854, except in the particular
details in which further improvements are herein specified.
In all cases in which I have mentioned vulcanized india-rubber cords in my
former Specifications aforesaid, as made use of either as stays for any parts of
the aerial vessels or machines, or of the apparatus connected therewith, I find
it more suitable to substitute the best silken or hempen or cotton cords, or
cords of the best ordinary materials, or wire cords, according to the position of
each, and to use only short lengths of vulcanized india-rubber as springs
attached to the ends of the cords or interposed in suitable parts, As many
apertures as possible, consistent with the necessary strength, are left through
the framework of the hull, and these apertures are for the most part largest
in front; their object is to permit the air to pass backwards through the hull
as freely and as copiously as possible. I place an air chamber within the
framework of the hull, into which a considerable portion, or it may be the
greater portion of the air which passes through these apertures enters through
a valve or valves which open into this chamber; and I make use of this
chamber as a magazine of compressed air, from which proceed a number of
retractile tubes, that is to say, tubes which are capable of sliding within each
other to a certain extent, which are conducted along the upper sides of the ribs
of the wings proper on both sides of the hull. These tubes are forcibly con-
tracted or folded to a certain extent within each other while the wings are
being raised, and the spring of the air within, when permitted to act as the
wings strike downwards, tends to increase the force with which the wings strike
against the external air; they may also be used for the ribs of the anterior and
posterior wings in large vessels. These tubes are united at their ends by means
of varnished silk or other flexible material impermeable to air, in such a
manner as not to prevent their sliding or folding within each other to the
required extent which they should be capable of doing with the least friction
possible, so as not to retard or lessen the speed of the downward strokes of
the wings. To effect this more perfectly, I prefer forming the end of these
tubes which is nearest to the hull rather smaller than the opposite end, the
smaller end of each tube sliding into the larger end of the tube next to it.

page_text: And I prefer placing a valve at the extremity of each set of tubes, which com-
municates with the air chamber or magazines; these valves remain closed while
the wing is rising, so as not to permit too great a compression of air to take
place within the tubes during that time, as this would cause an unnecessary
expenditure of power in raising the wings; but they open and permit the air to
rush into the tubes from the air chamber or magazine at the moment that the
wings are released and permitted to strike downwards. Similar tubes may be
used to increase the force of the strokes of the propellers which are attached
to the hull; valves, opening outwards from the air chamber or from some
portions of the tubes, are so arranged as to permit a portion of the air to
escape when the compression has arrived at a certain point; these tubes may
he curved, that is to say, they may be formed as segments of circles in all
portions, where they will slide more easily into each other and in the opposite
direction by being so formed; but the freedom from friction or impediment is
of most importance while they are extending or slipping from within each
other as this takes place, as the wings or propellers perform the stroke against
the external air; some of these tubes may be of an elastic or eveu a flexible
material in any parts where this is necessary, in order to fulfil these require-
ments. In all vessels or machines which are provided with stoves or with any
apparatus for heating the air or the gas in the aerostat, the force of the com-
pressed air in the air chamber or magazine may be increased by means of heat,
by pipes or tubes being conducted to the air chamber from these stoves or
apparatus, and a stove or stoves or apparatus sufficient for this purpose may
even be provided in vessels or machines which do not require stoves for other
purposes.
My present improvements consist further in making use of two pilot boats
instead of one only in certain forms of aerial vessels. I use the term pilot
boat to denote that portion of the apparatus which is capable of being lowered
at pleasure, more particularly when descending, and which is capable of
accommodating one or more persons who descend in it in order to attach it
firmly to the ground by means of the anchors or grapuels and all other suitable
means, as described in the Specification of my Patent of 30th January 1854.
The position of one of these pilot boats when two are used according to my
present improvements, is shewn in Figure 11, where it is indicated by the
letter P; a similar one is placed in a similar position on the opposite side.
These pilot boats are made of a form suitable to the positions in which they
are placed, which are at the sides of the prow; an oblong form is generally
the most suitable, but their form must be adapted to the form of the vessel

page_text: with which they are used, and it must be such that it shall offer the least
possible resistance to the free passage of the air backwards from the front;
they are placed as far distant from each other laterally as the breadth of the
prow will permit, so that as much as possible of the current of air which passes
backwards from the fore part of the vessel may pass between the two pilot
boats. These two pilot boats must be precisely alike and of equal weight; they
are so adjusted that they may be drawn either forwards or backwards to a
certain extent by means of cords, so that their weight may be made to act with
increased force either on the fore part of the neck or on its hinder portion, or
on any part of the hull, so as to throw the weight of the pilot boats either
forwards or backwards, and so increase or diminish the force of the leverage
at pleasure, when it is desirable either to elevate or depress the forepart of
the vessel; either of these pilot boats can be lowered independently of
the other. When vessels are furnished with any apparatus for heating the
air or gas in the aerostat, I make use of two stoves or fire-places, or two
distinct apparatus for this purpose in all vessels in which two pilot boats
are used, and I place one of them in each pilot boat. In small machines
designed for the use of a single person I fix the grapnels or anchors in
positions similar to those in which the pilot boats are placed in large vessels,
that is to say, one at each side of the prow or in front of the seat occupied
by the aeronaut And I prefer attaching these, grapnels or anchors to
chests of a suitable form, which are made to contain provisions or as much
of the disposable weight which is required to be carried as possible; and these
chests are lowered with the grapnels or anchors, so as to increase their
efficiency by their weight. I form the small machines also with a neck of the
form already described as adapted to larger vessels, and I increase or decrease
the leverage by causing the weight of the chests with the grappels or anchors
to act more forcibly on the fore part of the neck, or upon the hinder portion
or on any part of the machine, as may be most suitable under different
circumstances. When small machines are furnished with stoves orfire-places,
I make use of two of these of exactly equal form and weight, when two chests
with grapnels attached to them are disposed in the manner I have described,
and I fix one of the stoves in each of these chests. I make use of grapnels or
anchors of a similar construction to those described in the Specification of my
Patent of 30th of January 1854, but with this additional improvement, that
I give a power or capability of elastic extension to the cables by means of spiral
steel springs, coiled within a double sheath or tubes, which are also of steel,
one of which is capable of sliding within the other as the spring is extendedor
contracted, compensating springs being provided to prevent injury from over

page_text: straining.
1, however, do not claim an improvement in the elastic cable,
as I am not sufficiently aware whether this arrangement presents any new
feature, but I prefer making use of steel springs protected by sheaths for
this purpose, as I believe that steel will be found more suitable than any
other material to bear friction against the ground, or any rough or uneven
surface, without injury.
Figure 19 represents a rotary aerostat similar in form and construction to
the rotary aerostat described in the Specification of my Patent of 20th March
1855, with the exception of the following additions and improvements which
are those which I claim at present; g is a combination of canes, or bamboos,
or wooden rods or tubes, strengthened by steel rods. The combination which I
prefer is as follows, and this combination may be used for all the combinations
of canes with other materials to strengthen them which are used to give
strength and stiffness to any portions of the several aerial vessels described in
the present or in either of my former Specifications aforesaid, the minor details
being modified when necessary to suit the position of each. I first form a
combination of canes or bamboos joined together as shewn in Figure 20. Any
number of bamboos or canes which may be required to give sufficient length
to the shaft may be united by fixing the lighted end of the stronger bamboo or
cane, and the strongest end of the lighter bamboos or cane in a short sheath
or tube of hard india-rubber or steel, or it may be within a short piece of cane
or bamboo, if of sufficient size to admit them in the manner shewn in Figure
20, in which these joinings are indicated by the letterj; the entire combination
tapers gradually form the butt, which is fixed in the hull, to the extremity which
terminates at p, Figure 19. Inext give sufficient strength and thickness to
the shaft by uniting three combinations of strong bamboos or canes, joined
together in the manner shewn in Figure 20; the manner in which these are
united is shewn in the cross section, Figure 22. a, a, a, are the principal
bamboos or canes; I then add three smaller canes c, c. c, as shewn in the cross
section, Figure 22; I place long slender elastic steel rods over each of
the combinations of bamboos or canes; I then place these within a tube of bard
india-rubber so prepared as to possess as much elasticity as possible; the
interstices are filled up with any material combining sufficient strength and
elasticity with lightness. These tubes are tapered from the butt of the shaft
to the opposite extremity, so as to correspond with the tapering of the shaft.
Over the india-rubber tube I place either on any portion most requiring
additional strength, or throughout the entire length, tubes of thin steel,spring-
tempered, so fitted that they shall turn freely round. Very thin brass tubes, or
tubes of antifriction metal, perfectly straight, and of such a length that their

page_text: ends shall meet within the holes cut in the pieces of light wood herein-after
described, are placed over the india-rubber tubingand under the steel tubes, to
reduce the friction as much as possible, and in any parts in which the core or
inner portion of the compound shaft, as I will term the entire combination, is
curved or turned, I fill up between the india-rubber tube and the brass tubes
or tubes of antifriction metal, in such a manner as to form a number of short
portions,each perfectly straight, with an angle between them; in many portions
this angle will be scarcely perceptible, but in other portions the angle approxi-
mates to a right angle. Almost any substance which is not too heavy may be
used to fill up between the india-rubber tubing and the brass tubes or tubes of
antifriction metal, but I prefer the substance commonly called gelatine, By
antifriction metal I mean any of those metals or combinations of metals which
are commonly used for those parts of machinery in which it is required to
reduce the friction as much as possible. At each angle I fix a piece of light
wood with a hole bored of sufficient size to allow it to be slipped down on the
shaft, and I place very light metal washers at each side to prevent friction as
much as possible against the ends of the steel tubes. These steel tubes may be
of any lengths which will admit of their being perfectly straight; but each of
these steel tubes and that portion of the shaft on which it turns must neces-
sarily be perfectly straight; the length of each will therefore depend on the
form of that portion of the inner core or shaft on which it turns; the tapering
is preserved, as this does not interfere with the capability of turning freely. The
form of the shaft longitudinally will be by this means that of a succession of
straight portions with intervening angles, with one of the pieces of light wood
already mentioned, the positions of some of which are shewn in the longi-
tudinal section, Figure 21, where they are indicated by the letters k, k, fixed
at each angle. These pieces may be of any convenient form according to the
position of each. I generally prefer an oval form with the smaller part placed
below; they are fixed to the shaft and project sufficiently beyond it to admit of
cords being drawn through eyes or very small pulleys or rather tackles, such
as are described in the Specification of my Patent of 30th January 1854,
which are attached to these wooden pieces, without touching the steel tubes,
which should revolve with perfect freedom. The object of having these steel
tubes capable of turning freely in the manner described, is that they may never
be subjected to a continuous strain in any one direction, but by their capability
of turning round with the least possible friction or obstruction they may turn
when acted on by the most trifling strain, and so present points in their
circumference constantly varying to any strain acting in any direction. The use
of the cords which are drawn through the eyes or small tackles attached to the

page_text: wooden pieces which are fixed at the angles is to give support to the shaft;
these cords pass from the light extremity of the shaft, or nearly so, and their
opposite extremities are made fast in suitable positions in the hull, the proper
tension being maintained by means of vulcanised india-rubber springs; and this
tension may be further regulated in all changes of temperature by means of
keys as described in the Specification of my Patent of 30th January 1854.
Additional pieces may be fixed to the light pieces of wood which are fixed at
the angles, or these pieces may be prolonged in any positions where it may be
found necessary to increase the strength by drawing some of the cords to the
extremities of these pieces, that is to say, in any positions where such will not
interfere with any other part of the apparatus. When I form the shaft in the
most perfect manner, that is to say, in the manner which I prefer, I fix an air
tube, which I form as shewn in the longitudinal section, Figure 2,and the cross
section of which is shewn in Figure 22, in both of which it is indicated by the
lettert, or nearly of that form. It is attached to the light wooden pieces which
are fixed at the angles and the cords pass between this, or at least all of them,
except those which are drawn to the extremities of cross pieces; these latter
may be outside, in which case they must be made to pass through the sides of
the tube, but I generally prefer extending or enlarging the air tube so as to
cover these also. The air may be compressed in these air tubes to any extent
which will be required in order to increase the stiffness and strength of the
shaft by means of air syringes or bellows, or the external air may be admitted
into them by means of valves opening inwards; any convenient number of
which may be placed in different parts of the tube t; but the most suitable
position for the greater number of these valves is in the fore portion of the
tube, that is to say, the portion which is situated at the fore part of the
aerostat, and the external air will enter into these with a force and rapidity
proportional to its pressure against the aerostat externally in a direction
opposed to its progress.
The aerostat revolves freely on the shaft g; it serves to steady it, and to
render its union with the hull more complete. A weight may be suspended
from that portion which extends from the hull to the foremost part of the
aerostat when it is desirable to lower the fore part of the aerostat, and so alter
its inclination to the horizon, and a weight may be suspended from the stern
when it is desirable to alter the inclination in the opposite sense. These
weights are used on a similar principle to that explained in my former Specifi-
cation, which bears date the 0th day of March 1855. A shaft or combination
of canes or bamboos, with other materials, such as is herein-before described,
also be used for the aerostat, which is represented in Figures 17 and 18
may

page_text: of the Drawings which accompanied the Specification of my Patent of 20th
March 1.55, with this exception, that in aerostats of this description it is
fixed to the fore part of the aerostat, and a weight may be attached to this
at pleasure, or a weight may be attached at pleasure to the stern on similar
principles to those just mentioned, and which are more fully explained
in the Specification of my Patent of 20th March 1855. In aerostats of
this form and construction, the air may very conveniently and suitably be
made to pass into the tube t from the outer compartment D. When three
wings are made use of at each side of the hull for rotary aerostats, or for
aerostats of the kind represented in Figure 18 of the Drawings which accom-
pany my aforesaid Specification. I prefer fixing the springs to which the ribs
of the wings are attached to platforms of different elevations, and I generally
prefer that the springs to which the ribs of the anterior wings are attached
should be fixed under a deck or platform lower than the others, and that each
succeeding wing should have the springs to which its ribs are attached set
under a deck or platform higher than that under which these springs are set,.
by which the ribs of the wing in front of it are attached; and I generally prefer
following the same order of arrangement when a greater number than three.
wings are placed at each side of the hull, that is to say, I generally prefer
that each wing should have its basal portion set higher than the wing imme-
diately in front of it; this order may, however, be reversed, and the anterior
wings may have their bases connected to a higher deck or platform than the
others, and each succeeding wing may have its base connected to a deck or
platform lower than those in front of it, or the anterior and posterior wings
may have their bases connected to higher decks or platforms than the middle
wing when only three wings are placed at each side of the hull. When I speak
of the elevation of one deck or platform being greater than another, I wish it
to be understood that I use the expression as applied to the hull when placed.
in a perfectly horizontal position, that is to say, when a line drawn through the
the centre of the hull from stem to stern is parallel with the horizon. I always
prefer attaching the springs, by means of which the stems or ribs of the wings
are connected to the hull, to the under side of the deck or platform, in order
that the action of the springs may tend rather to elevate the hull or to give it
a springing motion upwards than the contrary. Spring joints, as herein-before
described, may be adapted to all the last-mentioned wings, or the terminal
portions may be made capable of an independent action by an arrangement
similar to that which I have described as adapted to the posterior wings which
are represented in Figure 11, by means of which the terminal portions may be
made to strike more frequently and rapidly than the basal or main portions. 61,61,

page_text: in Figures 19and 23 are valves which are self-acting, and open from the aerostat
proper into the vacuum chamber, but are not capable of opening in the opposite
direction; they yield to a certain pressure from the gas in the aerostat proper A,
and by this means the gas is permitted to escape into the vacuum chamber B
if the compression becomes too great either from the centrifugal action when
the aerostat revolves rapidly, or from any other cause; there may be any
convenient number of these valves. C is the medium chamber; the medium
chamber is constructed on the same principle as the medium chambers
described in my former Specification, which bears date the 30th day of
January 1854, but in the rotary aerostats, I form two separate vacuum
chambers. One of these, whichis indicated by the letter B¹, receives a portion
of the gas from the aerostat proper when the valves 61, 61, are acted on by a
certain pressure, and a bag or inner envelope covered by a net is arranged
within the vacuum chamber in a manner similar to that described in my
former Specification last mentioned, by means of which the gas is caused to
return to the aerostat proper by drawing the bag or inner envelope towards
hoops which encircle the aerostat, and are sewed in the envelope, and to which
pulleys or tackles are attached, through which the cords are passed, by means
of which the inner bag is drawn towards these hoops, which are indicated by
the letters a, a, at any time that the rotary motion of the aerostat can be sus-
pended or after descending; the gas is by this means caused to return into the
aerostat proper through the valves c,c, which open from the vacuum chamber
into the aerostat proper, but which are not capable of opening in the opposite
direction. B2 is a separate vacuum chamber into which no gas is admitted,
but the external air may be admitted into this chamber orcompartment at any
time that this is desirable. In order to increase the weight of the aerostat in
order to descend, cords are attached to the valves 62, 62, and the opposite
extremities of these cords are conducted to a ring which turns freely at the
foremost extremity of a pin, which may also be made to turn freely in a hollow
cylinder or sheath which is fixed at the pivot p. This is the pivot on which the
aerostat revolves, and a cord is attached to the arm of a lever in such a manner
that by drawing or pulling the opposite end of this cord which is conducted to
the hull, the other arm of the lever shall draw or force the sheath or hollow
cylinder in which the pin turns, to which the cords, by means of which the
valves are opened at pleasure, are attached, in the direction, that is to say,
in the direction of the central line or axis of the aerostat, but further aft, so as
to open the valves, and the pin to which the cords are attached still preserving
the central line or line of the axis of the aerostat,and at the same time turning
freely in the sheath or hollow cylinder, the same tension will be maintained

page_text: in
notwithstanding the revolution of the aerostat. I prefer making use of a
lever to effect this object, but any suitable or convenient appliance may be
used for the purpose; if this arrangement is dispensed with for the valves of
the vacuum chamber B2, it may be applied to the valves of the vacuum
chamber B¹, so as to admit of their being opened at pleasure. The pin is
caused to return to its original position, when desired, by means of a spring
which presses it in that direction when released; the inner envelope or bag
in the vacuum chamber B2 may be drawn when desired towards the hoops a²,a²,
by which means the air will be expelled through the valves c², c², which open
outwards after the vessel has descended and before it is again required to
ascend. The term aerostat proper is used in the same sense in which it is used
my former Specifications aforesaid, that is to say, it is used to indicate that
portion which is filled with gas or with rarified air. The vacuum and medium
chambers are not absolutely necessary, but I prefer constructing all the
aerostats with these chambers, although the forms and precise arrangements
are different in different forms and modifications of aerial vessels, as set forth
in the present and in my former Specifications aforesaid and in rotary acrostats.
When gas is used to inflate the aerostat proper, they may be more particularly
useful in order to furnish means of escape for the gas without loss, in conse-
quence of the centrifugal action. As regards the form and proportions of the
rotary aerostats, and also of the aerostat which is represented in Figure 18
of the Drawings which accompany the Specification of my Patent of the
20th March 1855, although I do not limit myself to any precise forms or
proportions, I prefer generally that the extreme foremost part should be either
perfectly cylindrical or nearly so, and that the diameter or cross section should
diminish in a gradually increasing proportion towards the hinder extremity,
where it is rounded off as represented in Figures 19 and 24 of the Drawings
hereunto annexed. I prefer that the vanes 1, 1, should project beyond lines
drawu aft from the extreme foremost portion of the aerostat and parallel with
its axis, except at the foremost extremities of the vanes, where they
terminate in points or nearly so.
Figure 24 represents a modification or form of construction of a rotary
aerostat, in which the hull or portion which is constructed to accommodate
the aeronauts or passengers and freight is placed within the aerostat, and no
hull or car is attached below it. A revolving motion is communicated to this
aerostat to a certain extent by the action of the external air against the exter-
nal vanes and against the sides of the internal grooves or channels, and by its
oblique passage through the smaller air channels 0,0, all which are similar as

page_text: regards the general principle to those set forth as applied to the rotary aerostat
which is described in my last-mentioned Specification, (but in which I have
made some improvements as regards some of the details as herein explained),
but I prefer applying mechanical power in addition, by means of men treading
on what may be termed a wheel, which is of sufficient diameter to admit of
its periphery extending round the inner circumference of the aerostat, and
which is furnished with steps for the feet and also with bars to be grasped by
the hands of the persons employed to turn it. This wheel is indicated by the
letter win Figure 24. If at any time the aerostat should revolve so rapidly
by the action of the external air alone as not to require this operation, the
men may cease treading on the wheel till a change in the force or direction of
the wind may make it necessary or expedient that they should again resume
the operation. If the aerostat is placed horizontally, so that its axis of rotation
if parallel with the horizon, and it is not so constructed as to be capable of
being inclined at an angle to the horizon, the axis of this wheel may coincide
with the axis of the aerostat; but when the aerostat is so constructed as to be
capable of being inclined at an angle to the horizon as represented in the
Figure, or of having its inclination changed at pleasure, this wheel should be
placed obliquely to the axis of the aerostat, or be capable of being so placed
as represented in the Figure, so that the persons working it may preserve a
perpendicular position; this may be effected to a certain extent by making
the steps of the wheel and the bars which are to be grasped by the hands
capable of adjustment, or of having their inclination changed, but I prefer
inclining the wheel as represented in the Figure. I construct this wheel in
such a manner that the periphery or circumference is capable of sliding freely
and with the least friction possible in a groove or channel in the hull while
the aerostat is revolving, but I attach it firmly to the inner circumference of
the aerostat; but for aerostats in which the inclination of the wheel is required
to be capable of being altered at pleasure, it must be so attached that it can
be disengaged when the inclination is to be changed,and points for attachment
must be provided and disposed in suitable positions, by means of which it may
be fixed at the different inclinations as may be required. And for aerial
vessels so constructed, the principal portion of the hull mustre so constructed
that it shall be capable of sliding in a longitudinal groove or channel formed
in the segmental portions s, s, when it is desired to alter the inclination of the
aerostat. This is the arrangement which I prefer. The hullalways maintains
its position at the lowest side of the aerostat while the aerostat and wheel
revolve, its position in this respect not being altered by the rotation of the

page_text: aerostat, nor by the necessary portion of the hull being caused to slide in the
segmental groove or channel which is placed longitudinally, or fore and aft,
when this is required in order to change the inclination of the serostat, the
wheel is turned by the weight of the persons who tread on the steps acting
conjointly with the tendency tor tate caused by the action of the external air
against the vanes and in the air channels. The rotary motion of the aerostat
may be reversed, or retarded, or caused to cease; or these objects may be
effected, at least to a certain extent, and under certain circumstances by
the persons who tread on the wheel changing their positions to the opposite
side, and so causing their weight to act in the opposite direction, but
the exact extent to which they will be able by this means to counteract
the tendency to revolve imparted to it by the action of the external air
against the vanes and against the sides of the air channels must depend
in a great measure upon different circumstances, such as the precise pro-
portions of its several parts and the number of men who can be employed
to work the wheel, and also upon the force and direction of the wind at the
moment; the position of a portion of the cargo may, however, be altered or
adjusted so as to assist in affecting this object. The channels, the internal
apertures or extremities of which are indicated by the letters o, o, and which
are similar to those described in my last-named Specification and whose outer
apertures are indicated by the same letters in Figure 20 of the Drawings
which accompany that Specification, may be so constructed that they may be
capable of having their inner and also their external apertures closed, or either
of them, by means of valves, at any time that this may be found suitable.
The external vanes 1, 1, three of which are seen in Figure 23, which is a
perspective side view of the rotary aerostat, the longitudinal and vertical
section of which is shown in Figure 19, and two of which are seen in the
latter Figure, the form and construction of which are explained in my last-
named Specification, mayhave this construction sofar improved thatthey shall
be capable of being closed downwards, the air within them being in this case
permitted to escape by means of valves. When additional flat vanes or fin-
like vanes are used, as described in my former Specification aforesaid, these
latter only may be made capable of being closed, or both may be made
capable of being so closed. And the same improvements are applicable to
the vanes of the rotary aerostat whose longitudinal and vertical section is
shewn in Figure 24. The external form and appearance of the last-mentioned
aerostat is similar to that of the rotary aerostat, of which a perspective side
view is exhibited in Figure 23, with the exception of its having no hull

page_text: attached below, and consequently no shaft, like that represented in Figure 23,
and being furnished with a stern propeller of a different form and construction,
as is shewn in the section, Figure 24. As regards the inclination to the
horizon, I generally prefer that aerostats constructed on the plan represented
in the section, Figure 24, should be capable of a less degree of inclination to
the horizon than aerostats which are constructed on the plan represented in
Figures 19 and 23. Spokes formed of combinations of canes and other
materials similar to those I am described as used for the compound shaft
of the aerostat represented in Figure 19, except that being straight their
construction is much more simple, are extended across from the foremost
extremity of the hollow shaft or cylinder i in Figure 24, in which the axle of
the propeller a revolves, as herein-after described, to the periphery f. In
aerostats which are placed horizontally, so that their axis of rotation is parallel
with the horizon, and which are not so constructed as to be capable of being
inclined at an angle to the horizon, to periphery will coincide with that of
the wheel w, that is to say both may be formed in one; but for aerostats
which are capable of having their axis of rotation inclined at an angle to the
horizon these two must be distinct,as represented in Figure 24. The vacuum
and medium chambers, and the valves which are connected with them, are
similar in this aerostat to those described as adapted to the rotary aerostat,
which is represented in section in Figure 19, with the trifling difference inthe
proportions of these chambers, which is shewn in these Drawings. Similar
parts are indicated by the same letters in both Figures. As regards the outer
compartment D, it is necessary sufficiently large in the aerostat, Figure 24,
to afford sufficient room for the hull, which is placed within this chamber, and
for the necessary change of position when the aerostat is so constructed as to
have its inclination changed. In all rotary aerostats which have the hull
placed within the aerostat, one or more openings are provided, through which
the pilot boat can be let down when required. I prefer that the aerostat
should be provided with four of these apertures, one being placed in one of
each of the four portions of the circumference of the aerostat which isbetween
the vanes l,l, so that the pilot boat may be lowered through any one of these,
as may be found most convenient, according to circumstances; but these
apertures must be capable of being closed at all other times, except so far as
may be required for the purposes of ventilation, which may be effected by
means of apertures sufficient for that purpose being formed either in the doors
which serve to close the larger apertures through which the pilot boat can be
lowered when necessary, or in any convenient parts of the outer circumference

page_text: of the aerostat. Apertures through which the land or water over which the
vessel may be passing can be sufficiently discerned, are also provided in any
convenient parts. x is a propeller, which is so adjusted on an axle which
turns in the hollow shaft i that it may either be fixed on it in such a manner
that the propeller shall rotate with the aerostat, or be made to turn on the
axle, so that it may be worked with an alternate or vibrating motion to the
right and left, or upwards and downwards, or on any intermediate angle of
inclination, and I prefer adjusting the apparatus in such a manner that it
shall be capable of being worked more forcibly towards either side at pleasure,
that is to say, in such a manner that it can be drawn slowly towards either
side, and then caused to strike quickly backwards, and be caused to describe
an arc of any extent, which may be most suitable, according as it may be
required to steer or to turn tl.e vessel, and according to the force and direction
of the wind, and also that it may be capable of being drawn slowly upwards,
and then caused to strike quickly downwards, or vice versa. I prefer forming
this propeller with one side only of a form suitable for striking forcibly against
the air, the other side being rounded or of a cuirass or pigeon-breast form,
that is so say, brought to an angle in its central line by means of a cane or
rod fixed suitably for that purpose, so that its transverse section shall be
triangular. The space which is between the surface, which is formed to
strike forcibly against the air and the opposite side, which may be termed the
back of the propeller, is inflated. Air passages, with valves formed on the
same principles as those described as adapted to the other propellers, may be
used with this propeller, but they are not necessary. I turn the side of this
propeller, which is formed to strike forcibly against the air,to the side towards
which I desire that it shall strike the air forcibly, or I turn this side down.
wards when I require that it shall strike forcibly downwards and I turn it
upwards when I desire that it shall strike forcibly upwards, as for the
purpose of descending; a circular motion may be communicated to it when
desirable in a contrary direction to that in which the aerostat is turning at
the time, for the purpose of assisting to suspend or reverse the rotary motion
of the aerostat. It is not necessary that this propeller should be capable of
all these different actions, but I prefer that it should be so in all cases in
which the size of the aerostate is sufficient to admit of the additional number
of cords and the more complex arrangement without practical inconvenience.
I do not limit myself to the exact form or proportions represented in the
Drawing. The edge or margin e may be convex or straight instead of con-
cave, and the edge d may be concave or straight, but the edge d must always

page_text: be stronger and stiffer than the edge e, and I prefer the form represented in
the Figure generally for the rotary aerostat of the construction shewn in
Figure 24. I do not limit myself to any of the precise forms or proportions
of the aerial vessels or of their parts or apparatus, as represented in the
Drawings, but I believe them to be the most suitable generally for the uses
for which each is designed.
As regards the application of my improvements, or of part or parts thereof,
or of modifications of the same to locomotion generally, I apply them on
similar principles, and in a manner as nearly similar as the nature of these
improvements will permit to that in which my former improvementsin aerial
navigation are applied to locomotion on land and water, as set forth in the
Specification of my Patent of 2nd June 1854. I adapt the different air
channels on the principles herein-before described to aerostats which are used
in combination with vessels navigating the water, and also for aerostats when
combined with locomotives to be used on land, which I prefer constructing in
a similar manner to those described in my former Specicification aforesaid of
"improvements in locomotion on land and water, &c.," except in those
particulars in which further improvements are herein specified. I adapt the
twin aerostats to vessels navigating the water either in combination with the
third aerostat, as represented in Figure 1 of the Drawings hereunto annexed,
or without this third aerostat ; but I believe that this combination will be
found peculiarly adapted to raising vessels from the water, on the ice, or upon
land when this is desirable, and so enabling the same vessel to be made
serviceable on these different elements, especially for the purposes of warfare,
and more particularly for the attack of fortified places in northern latitudes,
which might otherwise be inaccessible in winter. I adapt the hull, extended
at each side so as to form the basal portions of wings, as herein-before
described, and represented in Figure 4, to vessels navigating the water, and
portions of locomotive carriages may be similarly extended when wings are
connected to them. I adopt the improved construction of wings, as herein-
before described, and the spring joints as used there with, and also the several
improvements in the forms of the propellers and the air tubes or channels
furnished with valves, as herein-before described and the improved con-
structions of the frames of the different kinds of propellers, and also the
retractile tubes in combination with an air chamber, to vessels navigating the
water, and also to locomotive batteries, By the term locomotive batteries I
mean batteries which shall be capable of locomotion upon land or upon ice,
and which may be made use of on land or on ice in a similar manner, or in

page_text: a manner as nearly as possible similar, to that in which floating batteries are
used upon the water, and the carriages upon which the guns are placed may
be covered and so constructed as to be bomb-proof, in a similar manner to
that in which floating batteries are so constructed, or nearly so. A battery of
this description is represented in Figure25of the Drawings hereunto annexed.
Propellers similar to that represented in Figure 11 of the Drawings hereunto
annexed, where it is indicated by the letter n,are represented attached to the
locomotive battery, which is shewn in Figure 25, and they may be substituted
for the propellers indicated by the letters a, a, in Figures 1, 2, and 5 of the
Drawings of the Specification of my Patent of 2d June 1854, and a single
propeller of a form in some degree resembling this, but having both its sides
or margins equal, or a propeller similar to the horizontal tails which are
described in the Specification of my Patent of January 1854, but with the air
tubes or passages and improvements in the details of the construction of the
framework, as herein described, for locomotives on land; and it may also be
adapted to vessels for the navigation of the water, this propeller being con-
nected either to the hinder part,or it may be to the upper part of a locomotive,
in any convenient position in the central line, that is to say, in a line drawn
along the top of the locomotive longitudinally from the fore to the hinder
extremity; and it may even be adapted to canal boats and railway cars by
diminishing its breadth. This propeller is shown as adapted to a railway car
in Figure 26 of the Drawings hereunto annexed. When adapted to vessels
used for navigating the water, this propeller is attached to the stern of the
vessel, the rotary aerostats may also be combined with boats or with vessels
for navigating the water or for locomotives on land.
And having now described the nature of my said Invention, and in what
manner the same is to be performed, I declare that I claim the several
improvements herein set forth with certain modifications to locomotion gene-
rally, with the exception of the improvements in the pilot boats, which are
only applicable to aerial navigation, and which I claim only as applicable to
aerial navigation, and the improvements in the elastic cable, which I do not
claim. Therefore what I claim is, the several improvements in aerial navi-
gation, and in the forms and construction of aerial vessels and machines, and
of their several parts and apparatus, as herein described, both conjointly and
separately (with the exception of the improvements in the elastic cable), and
the application of part or parts thereof, or of all parts except the improvements
in the pilot boats (which are only applicable to aerial navigation, and which

page_text: I claim only as applicable to aerial navigation), and also excepting the
improvements in the elastic cable to locomotion generally.
In witness whereof, I, the said Benjamin O'Neale Stratford, Earl of
Aldborough,have hereunto set my hand and seal, this Twenty-seventh
day of February, One thousand eight hundred and fifty-seven.