IMPROVEMENTS IN AND RELATING TO VESSELS FOR AERIAL NAVIGATION
Year: 1885

page_text: COMPLETE SPECIFICATION.
I, WILLIAM ROBERT LAKE, of the firm of Haseltine, Lake, & Co, Patent Agents,
Southampton Buildings, in the County of Middlesex do hereby declare the nature
of my invention for "IMPROVEMENTS IN AND RELATING TO VESSELS FOR AERIAL
NAVIGATION and in what manner the same is to be performed, to be particularly
described and ascertained in and by the following statement:-
"
My invention relates to improvements in that class of Aerial Vessels designed to
be impelled, handled and steered by actuating machinery arranged within the
vessel, and it cousists partly in constructing the frame, gasfield, hull and cabin, as a
complete and compact whole on one general frame of metal, joined together at
every available point by suitable angle blocks or joints and thoroughly braced and
secured at the several intersections; also in arranging to project upward from the
hull of the vessel, at intervals from bow to stern, a series of metal bulkheads
preferably of tubing or channel iron, of a diameter equal to the external diameter
of the vessel, the whole being substantially stayed and secured at the several
intersections and bound together as a compact whole; also when desired, in con-
structing double bulkheads amidships of the vessel, formning between them an
annular space sufficient for the smoke stacks, steam pipes and ventilators; also iu
strengthening the vessel and frame longitudinally by securing together at the
nodes and to the peripheries of the bulkheads on the top and sides external
longitudinal chords; also in introducing into the vessel vertical and transverse
bracing chords.
It also partly consists in making the gasfield of such vessel cylindrical, of a form
to correspond with the exterior outline of the vessel, and of such dimensions as to
lie between the bulkheads longitudinally, the hull and top chord vertically, and
the side chords laterally, so that, when arranged in position, each bag can be
secured in place by being lashed to the hull, the cross girders, the bulkheads
and various chords, posts and braces and other parts of the frame; also in inter-
secting such gas bags internally, by suitable partitions provided with automatic
valves forming communication between the various cells, for the purpose of regu-
lating the distribution of the gas; also in supplying such gas bags with external
flaps for lacing them in place,
.

page_text: It also partly consists in introducing into such gas bags an air sack having a
mouth opening outward through the skin of the gas bag, for regulating the
buoyancy of the ship and the strain upon the gas envelope; and in providing such
air sacks with manual inlet and outlet valves for governing the supply of air
therein.
It also partly consists, when desired, in overlaying such gas field with a sub-
stantial envelope to relieve it from strain and danger of tearing; also in overlaying
such vessels with a light roof of suitable material, to protect the gas bags from the
elements, and in providing such roof with guttering and spouting for carrying the
water to suitable tanks within the vessel.
0
It also partly consists in so constructing the several angle blocks or elbows,
through which the several joints are formed, that when the frame is properly con-
structed the air may be excluded and the tubular frame of the vessel be filled with
gas; also, so as to admit of the introduction therein of tying and binding cables
using bracing and stays, for securing the several parts together.
It also partly consists in providing at proper intervals, fore and aft and
protruding from the sides of the hull wheel houses or hollow beams in pairs to
serve as seats and bearings for side propelling screws and forming housings for the
connecting gearings; also in constructing in the sides of the hull diminishing
projectious into which the axle or shafts of the side screws are carried, and
within which the machinery for making connection with the side screws is
arranged.
It also partly consists in the mode of mounting such side screws in the journal
bearings or seats provided in the wheel house or beams and in the mode of making
connection between the internal propulsive machinery and the side screws which
will ensure a very rapid, smooth, uniform motion.
It also partly consists in providing automatic lubricators to the axle journals of
the said side screws, whereby they are kept properly lubricated, in mounting side
propelling screws on hollow parallel tubes; and in actuating such screw by con-
necting gearings passing through projecting parallel cylinders.
It also partly consists in introducing into such vessels an adjustable central
vertical screw through which the vessel, when at equipoise, may be raised into mid
air or lowered thence to the earth.
It also partly consists in the manner of mounting such screw in a movable
carriage secured in ways and arranged to be lowered into position or raised into its
housing, out of the way.
It also partly consists in mounting such vertical screw in stationary and fixed
bearings, partly within and partly in a metal frame below the hull, where it may
be housed by lowering about it a housing constructed and handled in sections; and
in connecting such screw with propulsive machinery within the vessel.
It also partly consists in introducing and mounting in shifting bearings in the
end of the hull of such vessels, end propelling and steering screws, and in arranging
such shifting bearings that the position of such screw may be changed without
checking the speed.
It also partly consists in steering aerial vessels by long fin-shaped rudder blades
arranged on the underside of the hull, at both ends if desired, and operating the
same through tiller ropes, carried within the ship.
It also partly consists in securing at intervals, to the sides of the vessel, fore and
aft, sets of adjustable fans arranged opposite to each other and constructed to be
opened and closed by mechanical appliances arranged within the hull; in attaching
such fans to protuberances formed on the bulkheads or frame of the vessel, or to
the ends of the shaft or beams extending from within out through the sides of the
vessel; in connecting the movable blade of the fans with machinery within the
vessel by cables or chains employed for opening and closing such fans in adapting
such fans to the purposes of sails, when the wind currents are fair; and in the
method of connecting and handling such fans.
w

page_text: It also partly consists in the method of laterally steering aerial vessels by the
combined use of under-adjustable steering rudders and side adjustable fans.
It also partly consists in adjusting in, so as to protrude through, the hull on both
sides, and opposite to each other, adjustable side fins for deflecting the course and
steering aerial vessels vertically, while in flight; in providing machinery for
bandling and changing the position of such fins, either separately or in groups of
two or more or of the whole simultaneously, and in the manner of connecting such
fins to machinery arranged within the vessel through revolving cylindrical axles
passing inward from without through the sides of the hull.
It also partly consists in the arrangement and method for deflecting the course
of and steering aerial vessels vertically, while in flight, by the employment of
adjustable side tins secured on the outside and adjusted and handled by machinery
arranged within the vessel; in the method of handling and using such fins, and in
the mode of constructing side fins for deflecting the vertical course of Aerial
vessels.
It also partly consists in the method of changing the vertical and lateral course
of aerial vessels, while in flight, by the combined employment of side protruding
adjustable fins, and side protruding adjustable lateral steering fans under adjusted
fin-shaped rudder blades and adjustable end screws.
It also partly consists in the arrangement and mode of connecting the pro-
pulsive machinery within the vessel so that all the various parts may work in
harmony.
In the accompanying drawings,
Figure 1 is a side elevation of a complete vessel, showing the gas field, the hull
and cabin protruding below, the side propelling and end propelling and steering:
screws, the vertical flight-deflecting fins, the lateral flight-deflecting fans, the
steering apparatus and the vertical central screw.
Figure 2 is a side elevation of an aerial vessel complete, showing the side
propelling, fore and aft steering and central raising and lowering screws, the
vertical deflecting fins, the side fans, the hexagonal roof and the spouting and
guttering.
Figure 3 is a side elevation of a complete ship showing the roof broken away,
the gas field, the hull and cabin, longitudinal under bracing chords, the fans and
fins for deflecting the course of the vessel, the fin-shaped steering rudder, the end
propelling screws, the projecting beams and side propelling screws, the central
raising screw and the smoke stack..
Figure 3, (a) is a transverse section of the same, showing the frame, gas field,
overlying jacket and supporting cables.
Figure 4 is a longitudinal vertical section of a vessel showing the arrangement
and location of the central raising and lowering screw, and connecting machinery.
Figure 5 is a fragment of a vessel showing an air chamber between the roof and
the gas field; and the netting and lacing for securing the gas field in position.
Figure 6 is a vertical cross section of a ship showing the side fans and the
machinery and arrangement for operating them.
•
Figure 7 is a side elevation of a ship stripped to show the gas bags laced in
place, the supporting bracings, the position of the side fans and fius, and the central
screw and the adjustable housing therefor.
Figure 8 is the side elevation of a skeleton of a vessel showing the hull and,
protruding bulkheads, the bracing chords, the longitudinal chords for the bracing
of the hull and the cabin protruding below.
Figure 9 is a vertical longitudinal section of the same, showing the internal
cellular construction of the gas bags and connecting valves, the air sacks, the
neutral space amidships, the smoke stacks, steain pipes, 'the hull and cabin.
Figure 10 is a cross section of a vessel, showing one modification of the steering
and guiding fans, one being open and the other closed, and illustrating the mode of
lashing a gas field to a bulkhead.
i
i

page_text: Figure 11, is a side elevation of a fragment of a ship showing a second upper
chord designed to serve as a ridge pole for supporting a roof leaving an air chamber
between the roof and gas field, the lashing of the gas bags, the air sacks dotted in,
and the air sack valves.
.. Figure 12, is a vertical cross section of a ship taken at the central vertical screw,
showing the screw housed in full lines, and in position for use, in dotted lines, also
the gas field, hull, bracings, and two side propelling screws.
Figure 13, is a horizontal section of the vessel's hull, taken on the line of the
propelling screws, showing variously mounted screws and connecting machinery,
the chords, girders and bracings of the hull.
Figure 14 is a plan of a deck of a vessel showing the arrangement of the side
screw-supporting hollow beams, side and end propelling screws, and connecting
gearing and propulsive machinery.
Figure 15 is a section of one side of a vessel showing in plan two modifications
of, the horizontal hollow supporting beams, side screws mounted in place, and
engaging propulsive machinery, exhibiting both the belt and cog gearing.
Figure 16 is an enlarged fragment of the hull of the vessel showing another
view of the projecting hollow beam, the side propelling screw, connecting belt,
gearing and the lubricator.
.
•
Figure 17 is a plan of the protruding wheel house and gearing machinery,
through which the side screw is supported and actuated.
Figure 18 is a modification of the same showing belt gearing.
Figure 19 is a fragment of an aerial vessel, exposing a plan of the machinery
deck showing the protruding diminishing wheel house, side propelling screws
mounted, and connecting gear.
Figure 20 is a perspective view of the same, showing the various decks of the
hull and the relative positions of the side fans and fins.
Figure 21 is a fragment of the frame of the hull showing a protruding angle,
formed by the frame, for supporting side screws, in lieu of the protruding beams or
wheel houses.
Figure 22, is a longitudinal fragment of a hull of a vessel showing an end screw,
mounted in a bracket and a movable carriage in the end of the hull, showing also
the ways of the movable carriage, the impelling shaft and the universal joint.
Figure 23 is an interior elevation of another fragment, showing the movable
carriage, gearing and ways.
Figure 24 is a cross section of a gas bag in place above the vessel's hull, showing
the internal partitions and connecting valves, also the air sack within the gas bag.
Figure 25 is an enlarged view of the automatic valves through which the several
cells, within the gas bags, communicate with each other.
Figure 26 is a side elevation of an aerial ship showing the protruding cabin and
the fin-shaped steering rudders, on the under side, and the cables and gearing.
Figure 27 is a plan of the same, looking up from below, showing the fin-shaped
steering rudder supporting machinery and steering cables and pulleys.
Figure 28 is an end elevation of an aerial ship, showing the end of the steering
rudder and the supporting frame and ways in which it travels.
Figure 29 shows enlarged views of the steering rudder, cable and pulleys.
Figure 30 is a detail of the end of the steering rudder showing the. trucks which
carry the same.
Figure 31 is another plan of the hull of an aerial vessel looking up from below
showing another arrangement of the steering rudder.
Figure 32 is an elevation of the same.
Figure 33 is a side elevation and a plan of the steering rudder constructed to be
pivotted at and operated froin the larger end by swinging the smaller end.
Figure 34. is a vertical cross section of a gas receptacle in position, showing the
intersecting partitions and communicating valves, the air sack, the octagonal
bulkhead, behind and a fragment of the hull-frame.

page_text: Figure 35 is a fragment of the periphery of a bulkhead showing upholstered
spring cushions to prevent abrasion of or injury to the gas bags.
Figure 36 is a fragment of the frame of a ship showing an upholstered spring
cushion in the angle.
Figure 37 is an enlarged view of an upholstered spring cushion showing the
various parts in detail.
Figure 38 is a perspective view of a fragment of the cross girders and intersecting
lacing braces.
Figure 39 is another view of the same showing the stanchions or supporting
posts.
Figure 40 is a plan of central hollow angle blocks, showing diverging right angle
connections.
Figure 41 is a plan of the terminal angle blocks, showing horizontal connections
and an internally arranged brace and rubber bolsters and cushion to prevent
abrasion.
Figure 42 is another form of the terminal angle blocks.
Figure 43. is still another form of the same.
Figure 44 shows various connections of the frame, both of the hull and
bulkheads.
Figure 45 shews fragments of the combined tubing and tying cables.
Figure 46 is another form of the same.
Figure 47 is a fragment of a floor beam and bracing support.
Figure 48 is a longitudinal section of frame tubing, showing a cable therein.
Figure 49 is a plan of a vessel's hull, looking up from the bottom, shewing the
side and end screws, and the central vertical screws housed, and outlooks fore and
aft of the screw house.
Figure 50 is another plan of the well, for housing the vertical screw, showing
the screw in place.
Figure 51 is a vertical cross section of the same, showing the screw lowered for
use.
Figure 52. is an elevation of the raising and lowering screw and a vertical section
of the screw carriage, and a strengthening frame in and by which it is partially
supported.
Figure 53 is a vertical section of the movable carriage having external racked
gear, showing the vertical screw mounted on its axle shaft, the latter being
mounted in bearings within the carriage and carrying a gear wheel at the opposite
end, showing also cogged gear wheels for engaging with the racked gear on the
carriage, for throwing it into and out of position; and engaging propulsive
gearings.
Figure 54. is a vertical screw and axle shaft showing an actuating gear wheel on
the end, and projecting journal shoulder.
Figure 55 is a plan of the screw carriage, looking down from the top, showing
the propulsive gear wheel.
Figure 56. is a fragment of the vessel's hull showing one form of screw housing
lowered into position, the arrangement by which it is lowered, and the frame for
supporting both the housing and the screw.
Figure 57 is a vertical fragment of the hull frame and of a housing panel
showing the track, ways and the grooved wheel for lowering and raising the panel
into and out of position.
.
Figure 58 is a cross section of a fragment of the same.
Figure 59 is a longitudinal vertical section of a fragment of the gas field
and hull taken through the central lines, showing the longitudinal bracing of the
hull, the location of the central screws, fore and aft, and side propelling screws;
and one mode of raising and lowering the central screw into and out of position.
Figure 60 is a vertical cross section of a hull of the vessel taken amidships,
showing one mode of bracing and supporting the hull, the location of the central

page_text: '
raising and lowering screw and the projecting. frame for supporting the side
propelling screws.
Figure 61 is a cross section of a complete aerial vessel, including gas field,
showing bexagonal bulkheads, angle blocks, roof, side propelling screws, central
raising and lowering screw, projecting hull and cabin.
Figure 62 is a longitudinal section of a vessel's hull showing an arrangement of
the central raising and lowering screw, and connecting propulsive gear.
5.
Figure 63 is the same enlarged.
Figure 64 is a plan of the same.
Figure 65 is a vertical cross section of a complete aerial vessel, showing the
bulkheads and braces, the opposite protruding fans, one open the other closed,
and one mode of handling the same, also side propelling screws carried in
protruding angle frames, and the raising and lowering central screw, in position
for use.
Figure 66. is a side elevation of a fragment of a ship showing the side
protruding fans, the bracing cables. and cable for opening and closing the same,
also showing the side and end screws steering rudder and a fin.
Figure 67 is a cross section of an aerial vessel showing the side fans, and another
mode of handling them, the side fins, a circular bulkhead and braces and the
bracings of the hull.
Figure 68 is the fragment of the hull of the vessel showing a side fan enlarged;
also the ribs forming the bases of the fan, a stay, in the side of the vessel,
containing the knuckle joint by which the fan is secured and on which it moves;
and a cable passing inward through the hull of the vessel, by which the fan is
handled..
Figure 69 is a modification of the same.
Figure 70 is another modification of the same, showing the upper cable carried
over the gas field, to the interior.
Figure 71 is another modification of the fan mounted on a revolving cylinder,
having branching arms through which the cables for handling the fans are carried
and operated..
+
Figure 72 is another modification of the same, showing an additional cable
passing from the fan to within the vessel.
Figure 73 is a view of the machinery employed in handling the fan in its
bearings.
Figure 74 is a side elevation of an aerial ship showing side fins adjusted for
carrying the vessel downward.
Figure 75 is the fragment of an aerial ship showing adjustable side fins, set at
various angles, for downward flight, for sailing on a plane, for upward flight, and
for raising and falling vertically.
Figure 76 is a cross section of the same, showing an arrangement for handling
the adjustable deflecting side fins.
Figure 77 are side elevations of adjustable side fins constructed to be opened and
closed like a fan, showing the mode of mounting and gearing as well as the
machinery, within the vessel, for adjusting the same.
Figure 78 is an elevation of a side fin designed to open and close like a fan, and
mounted on a hollow shaft having branching arms, passing through the side of the
hull and constructed to carry the cables for handling the fin, showing also the
machinery for handling the fin.
Figure 79 is an interior elevation of a fragment of one deck of a vessel's hull, a
train of one form of connecting gear for engaging with and adjusting and handling
the side fins.
Figure 80 is an interior elevation of the same train of machinery considerably
enlarged.
Figure 81 is an interior elevation of a train of another form of connecting gear
for adjusting and handling side fins,
-

page_text: Figure 82 is an interior elevation of a train of another form of engaging gear
for adjusting and handling side fins.
Figure 83 is a vertical longitudinal section of one deck of a vessel's hull
and the cabin protruding below showing a train of another form of engaging
machinery for simultaneously adjusting the series of deflecting fins on the side of
the ship.
Figure 84 is an elevation of one set of gearing wheels and shaft for securing and
adjusting side fins.
Figure 85 is a plan of the wheel which carries the chain for handling the
side fins.
Similar letters of reference indicate corresponding parts.
With a view to perspecuity, in describing my invention and its cognate parts, I
will divide my Aerial ship into a hull A including the bulkheads B, rising
therefrom at intervals from stem to stern, chords, braces, stanchions, tying cables,
and angle blocks and general supporting frame; a gas field C, including the interior
partitions, automatic valves and internally arranged air sacks; the side and end
propelling screws and train of actuating machinery for impelling the vessel on her
course; the steering rudders and connecting gearings; the central screw for raising
and lowering the vessel vertically, with the engaging machinery and housing; the
side fans and connecting gearings; the central screw for raising and lowering the
vessel vertically, with the engaging machinery and housing; the side fans and
connecting gearing; and the side fins for deflecting the vertical course of the
vessel, and the connecting machinery for handling the same.
The hull A consists of a general frame comprising the upper longitudinal
chords a, a, which serve as the supports for the gas field C above, longitudinal
horizontal chords a', a², a³, a', &c, transverse or lateral chords a³, uprights,
stanchions and posts a, and ribs; and the intersecting joint securing central
intermediate, elbow and terminal angle blocks b, 61, 62, the whole thoroughly
braced and tied by braces c, stays c¹ and ties c³, and encased with any thin suitable
non-combustible water-proof material.
The flooring and partitions of the several floors or decks and compartments of
the said hull are made of wire netting c³, or other suitable material properly.
secured and strengthened by cables and pipe bracings go. Said hull is so constructed
that amidships, it protrudes sufficiently to provide space for the accommodation of
Dynamo Engines, the propulsive Engines, engaging machinery, fuel, gas retort,
condensers, gasometers, freight and store-rooms, as well as compartments for living
rooms and business Offices; besides the cabin A', which protrudes part of its depth
below the hull and is provided with a look-out below, from which central point, all
the movements of the ship are regulated and directed.
Forming part of and rising upward from the hull A, at intervals from stem to
stern, is a series of metal bulkheads B, which may be hexagonal, octagonal, circular
or any desired form, the size graduated to conform to the external shape of the
vessel and constructed of tubing or channel steel, chords g, g¹, g³, secured by one
end in a central angle block b and diverging thence towards a peripherial
chord g³, g, and go where the outer ends are secured in terminal angle blocks b³,
part of the peripherial frame, and all the several parts and intersections are
substantially stayed and secured. The vertical chord g, extends downward from
the roof chord go, to the lowest chord of the hull A, and is, by suitable angle blocks,
connected with and secured to each intersecting chord throughout its course, the
lower peripheral chords g³, are extended down through the exterior walls of the
hull, to the lower longitudinal and transverse chords thereof, where, by suitable
angle blocks, they are connected and secured; while the lower diverging chords g³
intersect with and by suitable angle blocks are secured to, the peripheral chords g
and g imparting strength-thererto and assisting in maintaining the vertical and
horizontal diameter of both, the hull and the entire vessel, while the vertical chords g
upward diverging chords g², 92, and peripheral cords go, go, and the upper portion of
chords contribute to furnish a supporting base for the lower chords and strengthen

page_text: the whole. The bulkheads B are longitudinally stayed and supported in their
places by longitudinal chords d, à d², d³, d², d³, ds, and d, which are secured to
each end of the vessel, in conjunction with chord a and other longitudinal chords of
the hull, in common modes, and, passing from stem to stern, over or through the
periphery thereof, are attached to the several bulkheads B at suitable points as
designated. The bulkheads B separate the several sections of the gas bags and
furnish suitable supports to which they may be laced, lashed or otherwise made
secure. In lieu of the framework having diverging arms, as above described, it is
obvious that any substantial form of frame may be adopted as for instance, that
indicated by Figure 44, in which g7 is the peripheral chord or rib, g is a hollow
vertical stanchion or post and go is a hollow lateral chord or girder, b₁ is an inter-,
mediate angle block, is a cable which, passing through the peripheral and
transverse chords when made fast to or over the keys r binds the whole together,
² is a truss bracing, and ³ are diagonal braces, 25 is a rubber bolster or cushion
introduced between the key stay or steel pin, as well as between other wearing
points, and the cables, guys and stays to prevent cutting and wear by friction and
to keep the parts taught and make them reciprocate with the inflections of the ship.
The cable and chord are enlarged in figures 45 and 46.
The entire frame, including the hull A bulkheads B, longitudinal, vertical, lateral
and diagonal chords, may be so constructed of hollow tubing and connected by
hollow angle blocks that the air can be exhausted therefrom and the frame charged
with gas.
At the points of intersection of the cables, bracing chords and angle sleeves, as
well as around the key pin within the angle blocks, at the points of intersection
within the tubing, when cable or bracing chords are there introduced, is a circular
rubber cushion or bolster 5 adjusted on the centre and intersecting angle blocks,
is a rubber bolster or a rubber cushion introduced at intersecting points, to
prevent abrasion or wear.
The bellied or expanded portion of the hull A, is formed by the keelson longi-
tudinal chords a, intermediate longitudinal gunwale chords a¹ a one on each side,
central longitudinal supporting chords a, vertically below the centre of the vessel,
laterally supporting cross girders or lateral chords as which extend in a series, at
proper intervals on each deck, from stem to stern; and uprights, posts or
stanchions a, which also extend in series at proper intervals throughout the length
of the ship; which several chords, posts, girders and stanchions are secured at
intersecting points by suitable intermediate angle blocks 62 at the outer ends by
terminal or elbow angle blocks 63, and like the hull of a water craft; all external
angles are reduced to the minimum and the hull is built sharp fore and aft, with
a view to retaining great strength and attaining speed, and offering but little
resistance to the atmosphere and currents of air so that in sailing the course will be
as little affected thereby as possible.
The hull A of the vessel may be enclosed by any suitable material, be divided
into decks, and such compartments as may be desired, by any light, firm, fire and
waterproof and gas proof material, like any other class of vessels. The cabin A¹,
which is constructed partly within, protrudes part of its depth below the hull
proper, has onlooks a', doors, windows, and other facilities for entrance and exit,
light and ventilation and projecting external galleries, and from lines of guttering k
arranged along on the edge of roof I, water spouts or ducts conduct the water from
the roof into suitable tanks within the hull.
The deck or floor of each horizontal sub-division of the hull is supported by
cross girders or lateral chords g³ supported as well by posts or stanchions gll as by
several intersecting longitudinal chords and is braced and secured by suitable
interlacing braces c and covered by a wire mat overlaid with asbestos or any other
fire proof material.
Taking root within the hull A and projecting therefrom, in pairs on each side,
opposite to each other, fore and aft of the centre, are fixed hollow beams e, e¹, which
carry and furnish bearings for the axle journals of the side propelling screws

page_text: as well as a sheathing or casing for the shafts i carrying gear wheels 15, 27
respectively, one at each end; or endless belt 23 through which the side screws are
nctuated or impelled on their axis, also for the gear wheels or pulley wheels 2*,
secured on the axle journal i, see Figures 15, 16, 19 and 21.
The beams e e' should be of metal of great tensile strength, made as light as is
consistent with the strength demanded, of a diameter only sufficient to accommo-
date the shaft or belt working therein, be securely braced and separated sufficiently
to allow of mounting a screw between each pair and permit it to revolve freely, such
beams need protrude, beyond the side of the vessel, but one half the diameter of the
screw, so that the arms or blades of the screw will clear the sides of the hull.
Constructed in the outer end of each beam e, e¹ is a journal boxing e³, which furnish
bearings for the axle i of the screw and a lubricating fountain e³, regulated and
operated by a lever from within the vessel for lubricating the axle of the screw and
the journals of the impelling connecting machinery.
In lieu of the projecting beams e, el, wheel houses es, es built abrupt at one end
and to fall away, by diminishing lines to nothing at the other, may, if preferred;
be protruded from the sides of the hull A, at intervals from stem to stern.
When the wheel houses e, es are employed, the propelling side screw is carried
on the end of the axle shaft f¹ which running parallel with the side of the vessel,
enters the wheel house at its larger end and takes its bearings in the well thereof,
at the point of entrance, and in suitable journal bearings arranged within, thus
bringing the screw against the abrupt end of the wheel house, where revolving
on its axis, it is interposed between the end of the wheel house and the currents of
air, thus cutting off any abrupt angle or prominent features which could be effected
by adverse currents of air. The axle shafts f¹ may be made to carry a pulley
wheel for a gear wheel f* and be geared by an endless belt f³ with a propelling
drum n³ or a gear wheel f' carried on a shaft f with propulsive machinery within
the ship; or, in lieu of either of these, portions of the vessel's frame gga may
be extended to meet at a common centre, thus forming bearings for the side screws
as shown in Figure 21. I do not circumscribe myself to the mode pointed out, of
mounting the propelling screws though I prefer these forms to any other, and show
and describe them as my inventions and preferences.
Protruding downward from and forming part of the keelson chord a fore and
aft, one at each end, are parallelogram-form metal frames o in which the larger end
of a fin-shaped steering rudder j may be geared and moved in the process of
steering, the horizontal upper and lower sides o' of the frame o, form each the
segment of an are and are provided with tracks or ways o' either cogged or other-
wise on or in which travellers o³ secured on the upper and lower corners of the
rudder j move; in the vertical sides of at both top and bottom, or but midway, as
may be preferred, are arranged pulley wheels o over which the tiller or steering
cables o used in operating the rudder j are carried; 07, 07 are protuberances to
which the smaller ends of the rudder j are secured.
Passing out through the bottom of the cabin A is a well F2 within which is
housed the raising and lowering central screw F mounted on the movable
carriages F by which it is lowered beneath the vessel, when required for use
or housed, out of the way when not in use, as is more in detail pointed out
hereafter.
Protruding from the under side of the vessel, fore and aft of the hull A are arbors
or pendant brackets which support and furnish bearings for the end steering and
propelling screws.
Secured to the sides and, also, forming part of the hull A at points sufficiently
removed from the side screws i, protrude knuckle joints or openings, provided
with collars c, through which shaft c in which are secured and carried the
adjustable guiding and lateral steering fans D take bearings.
There are also the openings, along the sides of the vessel's hull A through which
revolving shafts H, K₁ which carry the adjustable side fins H pass and in which.
they find bearings.
.J

page_text: The vessel and cargo are given buoyancy, to equipoise on the earth and sustained
in mid air, by a gas field, which, for advantages apparent, I prefer to divide into
seggregated sections, and severally secure in separate seats, between the several
bulkheads B to the diameter of which latter they are made to conform, when
inflated.
The gas field C may be constructed of silk, canvas, thin metal or other suitable
material, gas and water tight, and fire proof, in cylindrical sections made to conform
to the external contour of the ship, and are provided, externally, on the sides and
ends with flaps by which said sacks are severally laced and lashed in place to the
several bulkheads, chords, girders, stanchions and the general frame, of both hull A
and bulkhead B; and are preferably, divided, internally, by suitable partitions
I provided with automatic valves into gas tight compartments, and may be, and
is preferably, provided with an internally arranged safety air-sack C' communi-
cating with the outer air through proper connecting valves 115 and amidships
where the smoke-stack and other pipes are carried upward, through the top part
of the ship the gas bags or gas field is made to conform to a well hole h³ so that
there will be no danger from fire, and as another mode of protecting the same, the
vessel may be overlaid with a roof I, as hereinafter pointed out.
;
The air sack C is a flexible sack of the same or similar material as the gas
receptacle, and of any suitable form or dimension, terminating in a small neck or
outlet orifice, provided with outlet and inlet valves 15 through which air is
admitted into and ejected from the sack. The air sack C¹ is introduced wholly
within the gas receptacle Cand is secured by its narrow neck to an opening of
proper dimensions in the outer wall of the gas receptacle in such a manner that
the joint will be absolutely gas proof, and the valves and will protrude beyond
the outer wall of the gas field. The air sack C₁ is designed to afford relief to
the receptacle, when ascending into higher altitudes, and to aid in retaining an
equipoise at various altitudes, that is to say:-
The air sack C inflated before starting from the earth, occupies certain space
within the gas receptacle and contains an atmosphere of 14. or 15 pounds density,
per square inch, as the vessel ascends into mid air, and the external pressure is
relieved the tendency of the gas, in the gas receptacle, is to expand and thus
endanger jacket, by opening the valve the air in the sack C is permitted to
escape, and the sack allowed to collapse sufficiently to relieve the pressure, and by
opening the valves an atmosphere of the density of that then surrounding the
vessel, is permitted to flow in.
Should it become necessary to vary the buoyancy, for ascending into higher or
descending into lower strata of the atmosphere, by deflecting the side pins H so
as to carry the vessel upward or downward as the case may be, the valves l' and 15
being left open the density of the air in the air sack C is changed for the atmo-
sphere of the altitude then attained, and then the valves being closed, this
atmosphere serves as a ballast, thus obviating the necessity of throwing out other
ballast, or permitting the buoying gas to escape, and be wasted.
The function of the automatic valve being to equalize the distribution of the
gas in the several compartments of the gas receptacle, and thereby overcome
extraordinary strain upon any point thereof, and in the event of the gas bag
becoming ruptured, so that the gas would escape, to prevent the escape of gas
from any subdivision of the receptacle other than the one broken. It is obvious
that any character of valve, that will open when the pressure on both sides is
nearly or quite equal, and close when the pressure has been removed from one side,
will serve the purpose; to this end I have made in my drawings three forms of
valves, (Figure 25) though I do not circumscribe myself to these forms.
With a view to relieving the gas bags from the strain incident to lashing or
lacing them directly to the vessel and thus endanger them by tearing or abrasion,
the gas receptacles may severally be encased with the extra substantial slip or
jacket b³, which can be securely lashed to the vessel as indicated; and as an
additional protection, between the bulklicas, chords, girders and other metal parts

page_text: and the gas receptacle may be interposed upholstered and cushioned springs nº (see
Figures 35, 36, 37,) and the gas field be overlaid and secured by netting K. or
jacket b³ or both, and sheltered by a fire proof light substantial roof I using the
top chord as a ridge pole, which roof may be utilized for gathering necessary
water by introducing guttering k and spouting k' leading to the hull below, no is
an upholstered shield supported on spiral spring n' secured at one end in chamber n³
in the shield no and at the other end in a sleeve nº on the vessel's frame.
This aerial vessel is impelled, either end forward, by means of side propelling
screws mounted, at intervals, on both sides of the vessel's hull and by propelling
and steering end screws 1, 2 actuated through connecting gear by machinery
within the vessel.
The side and end propelling screws i¹, j, j may be constructed of any desired
dimensions, have two or more branching arms, as experience may suggest, springing
from a common hub, and be covered with some light substantial material, in a way
that the screw can travel in either direction with equal facility, the said arms
having such a wind as will best conduce to rapid travel and impelling vessels
through the air at the greatest attainable speed.
The side screws i¹, are carried on a journal axle shaft i fixed in and projecting
from both ends of the hub and surmounted at both ends with a vault it or a bevel
gear wheel 25 through which the screw is brought in train with the propulsive
machinery within the ship, and are mounted on their said journal axles i in suitable
journal bearings e² in the outer ends of the parallel hollow beams e, e¹ which
protrude in pairs, opposite to each other, at intervals, on both sides of the vessel's
hull, from stem to.stern.
The several side screws i¹ are made to have a uniform tread and can be so
arranged in their journal bearings e in the outer ends of both protruding beams e, e¹
that the vault 2 or bevelled gear wheels carried on the axle shaft i will fall
within the chamber of and gear either with an endless belt is passing inward
through the hollow beams e, e¹ and carried by a drum n³ within the ship, or gear
with the bevelled gear wheels fo secured on the outer ends of the revolving shaft i²
journalled and actuated within the hollow beams, e e¹ through the bevelled gear
wheels on their opposite ends, the connecting gear wheels f" and the train
machinery within the ship, (see Figures 14, 15, 16).
The side screws having been mounted, in their bearings, in the projecting
beams e, e as indicated, and the gear wheels secured on the ends of the axle
shaft i geared with the gear wheel secured on the outer end of the revolving
shaft journalled within the hollow beams c, e¹ and geared, through the bevelled
gear wheels and f5 with the propulsive machinery within the ship it can be
actuated either forward or backward with equal facility and with great velocity.
With a view to keeping the parts thoroughly lubricated an oilcup e manipulated
by levers extending to within the vessel, is arranged over each axle bearing e² and
made to connect as well with the journals of gear wheel as with the axle bearing e²
so that all parts will work free.
In lieu of the projecting beams e e¹ the wheel houses having one abrupt end and
falling away by diminishing lines to nothing, may be used, in which event the side
propelling screw ', ' mounted near the end on a long axle shaft f which passing
through the abrupt end of the wheel houses, takes bearings therein and in journal
bearings within the houses, where the shaft f may take on and be actuated by
gear wheel gearing with a driving bevelled wheel f³ on revolving shaft f¹ within
the ship or it may take on a pulley wheel and be connected and actuated by an
endless belt through a drum n³ impelled by machinery within the ship, (see
Figures 17 and 18.)
a
In lieu of either of these forms, the side screws i may be mounted in journal
bearings e arranged at the intersections of projecting sections of the frame g³, g¹ u³
and be actuated by an endless belt fs through a drum no impelled by machinery
within the ship (see Figure 21),

page_text: The idea being to carry the side screws in movable and stationary supports as
contra distinguished from the movable supports employed by other Inventors,
which have not proven entirely satisfactory, besides necessitating the employment
of intricate and extra machinery of great weight and additional power, requiring
an increased quantity of fuel and propulsive machinery.
The end screws ¹ ja are secured at the end of longitudinal axle shaft j³ ³, respec-
tively and mounted in journal bearings in brackets e" formed on and pendant from
the tapering underside of the end of the ship, preferably one at each end, and
carried horizontally into, through the end of the hull, to within the vessel, where
it is also journalled. The screws j, j are designed, in addition to impelling forward
and backward, to aid in steering the ship laterally, when she refuses to obey her
rudder and other steering devices; to this end these screws are mounted in a
journal boxing in a shifting carriages provided with guides s¹ at top and bottom,
arranged in ways 82 in an aperture 95 in the end of the hull A and connected by a
universal joint with an actuating shaft * from the propulsive machinery within
the ship, as shown in Figures 22, 23, wherein, A represents the hull; the screw;
the axle shaft; the supporting bracket; s the shifting carriage; s¹, & the
guides; the journal bearings, 8 the ways, q³ a racked gear, q₁ pinions for
changing the position of the carriage and screw, q' an aperture in the end of the
hull, for the passage of the carriage. The pinions, q* may be actuated by any
suitable arrangement. It will be observed that by changing the position of the
end screws so that one will work to the starboard and the other to the port side,
they will necessarily force the vessel around, as on a pivot; and when acting in
conjunction with the side propelling screws; they will aid materially in impelling
the vessel forward.
Passing from below, upward through the bottom into the hull A of the vessel, is
a well F³ constructed with a view to providing ways for the carriage F¹; the
well, F2 is connected by suitable apertures with the interior of the hull, through
which propulsive machinery for handling the carriage F¹ and actuating the screw F
is introduced, and terminates in a recessed curved chamber m at the entrance to
the well F in which, when not in use, the screw F is housed.
F is a light substantial screw, having sufficient pitch to give it great travelling
force, which may be of the same form, size and constructed of the same material
as the side and end screws, 1, 1 mounted on an axle shaft, V having journal
protuberances, v¹ by which it is journalled in its seat within the bore v of a
movable carriage F¹ and carrying at its opposite end a bevelled gear wheel u³
through which momentum is received from propulsive machinery within the ship
through a bevelled gear wheel ut, carried on an impelling shaft us when the screw
is thrown into gear.
The screw F by its shaft V is mounted in annular journal boxings v³ near the
top and bottom, in the bore v² of the movable carriage F¹, where it is operated
when used.
The movable carriage F¹ may have any external form, need be but long enough
to give steadiness to the screw F, and is provided externally with a projecting
shoulder ww at the top and bottom, to prevent the carriage F¹ from going too far
with ways on the edges to steady it in place, and racked gear uu for mechanically
throwing it into and out of gear, and internally with a bore v and annular
journal boxings va for receiving and securing the screw axle shaft V and journal
protuberances v¹ in place.
With a view to giving steadiness to the carriage F1 and the screw F when
lowered into position below the hull for use, a frame L of metal tubing or channel
iron consisting of four or more vertical uprights, stanchions or posts t laterally
supported by horizontal chords q and diagonal braces q'q¹. The supporting frame L
provides an additional journal at the top and bottom t¹t for the screw F, and is
steadied and worked in ways in suitable vertical beams arranged within the hull
of the vessel.

page_text: It is obvious that the screw may be secured in stationary supports, and when it
is requisite to house it, panels w² may be lowered down over it, thus forming a
boxing or housing below the hull; when the screw is mounted in fixed bearings
a metal frame of tubing or channel iron is constructed below the hull and cabin
proper, in which frame w³ are posts w', longitudinal and lateral chords w¹², end
braces w, and cables for raising and lowering the panels out of and into position.
M is a crab, by which the panels are handled, w³ is a grooved wheel employed in
steadying the panels while being handled, and w' is a vertical rail on which the
grooved wheel travels. The panels w² are provided on the ends with grooved
wheels w, which ride on their own axles, in suitable journal bearings, and with a
cable, which passing upward into the hull, are carried over the crab M and
handled by machinery for raising and lowering the panels out of and into place,
the vertical posts ware provided with a vertical rail or track w, on which the
grooved wheels w³ run.
The vertical screw F, for raising and lowering the vessel, when mounted in the
movable carriage F¹ is arranged in its ways within the well F2 and the pinions u' u²
are made to gear with the cogged rack u', secured on the outside of the carriage F1,
and the connections made with the propulsive machinery within the hull of the
vessel, by bringing the bevelled gear wheel u³ in contact with the bevelled gear
wheel u'. When not required for use the carriage F is carried upward into the
well F2 by the pinions u¹ u² acting upon the cogged racks u until the screw F is
completely housed in the curbed recess, and everything is snug and out of the way,
but when required for use by reversing the action of the pinions u¹³ the carriage F¹
is lowered until the screw F protrudes below the hull and the bevel gear wheels ³
and u are brought in contact and gear with each other, when the screw F may be
actuated in either direction, to carry upward or downward.
It is obvious that band wheels may be substituted for the gear wheels u, u² and
the screw F be impelled by an endless belt, as shewn in Figures 59, 60, 61, 62, 63
and 64, wherein ou is the band wheel on the screw shaft V, 012 is the propelling
drum and o¹ the endless belt. It is also apparent that in lieu of the racked gear u
on the carriage F', and the pinions u¹, u² for raising and lowering the screw F out
of and into gear, band wheels or any other mechanical device may be employed for
the purpose; and the carriage F¹ may be balanced by weights as above shewn in ⚫
Figure 59 where s is a general drum, & cables for suspending the carriage F1 and 8
ballast or weights for holding it in suspension.
I do not circumscribe myself to the manner of handling and actuating the central
vertical screw, as herein described, though I prefer that arrangement to any other
invented by myself.
The steering rudder j is a long light fin-like blade made to taper gradually from
a broad end down to a point at the opposite end so that one edge will conform to
the outline of the under side of the conic ends of the ship and is constructed
preferably on a substantial frame of metal sufficient strength to retain its shape
and resist the strain upon it and covered with thin metal or other light suitable
material and it may be operated by being journalled at either end or the middle.
When operated from the smaller end the rudder bladej is pivotted by the small
end of, to the under side of the ship, amidships near the waist, and extends along
the tapering end of the ship, one edge conforming to the outline of the cone, to a
transversely arranged vertically projecting frame o, where the wide end of the
blade j is adjusted in ways o², formed in the top and bottom bars o¹ o' and the
rudder is operated by tiller cables of which pass inboard to a reciprocating lever o¹º,
over pulley wheels oo and a drum o² on the corners of the rudder blades j, are
axled travellers 03 0³ one on each corner, by which the rudder j is geared in the
supporting frame o, and is moved into and out of position, for use.
The transverse frame o, comprise the top and bottom bars of o¹ forming the
segment of an arc, and provided with tracks or cogged gear bands o³, in which the
travellers os, o axled on the corners of the wider end of the rudder j, tread and
two vertical parallel sides oʻ o* in which are pulley wheels o³, over which the tiller

page_text: •
cables 0º, pass in changing the position of the rudder, in steering the ship and
when mounted and adjusted as indicated the rudder is moved by the tiller cables of,
and is handled and performs the same functions in the same manner as the rudder
of water crafts.
When operated from the wider ends, the rudder jis provided with a journal y¹ y'
one at each corner of the larger end, through which it is secured in journal
bearings me in the underside of the vessel near the nose, and in a bracket m²
secured by braces y2 y2 pendant below the ship; and the smaller end o7 is carried
towards the waist of the vessel amidships, where it is secured by tiller 0° 0°
passing out from steering wheel within the vessel, through branching sleeves m³ m³
over pulley wheels t³ ³ secured to the under side of the ship, when thus mounted
the rudder blade j is made to perform the functions of a steering rudder by
carrying the smaller end.o', to the starboard or port side, as the case may be.
The steering device can be adjusted and adapted at one or both ends of the vessel
as may be desired, though I prefer to use them at both ends, as being more efficient
for the purpose of steering the ship, that is to say, by throwing both rudders to the
port side under ordinary circumstances, the ship is forced to come about, when one
rudder might be wholly powerless to even deflect her course.
D is an adjustable fan like device, constructed on a frame of flat ribs e secured
at one end by knuckle or other suitable joint of to a shaft c passing out through
the side of the hull or to stationary protuberances on the side of the hull or the
vertical ribs or periphery of the bulkheads B, the ribs e' of the fan D are covered
by any suitable material to resemble a web and are secured together at the inner
ends by a knuckle or multiple joint c, and further out by chains, cables.or other
suitable ties, passing through the same. The fan D moving on the knuckle joint co
opening and closing like, a fan is handled by cables or chains c8 carried over the gas
field C, on pulley wheels g, or over pulley wheels cin the side of the hull to within
the vessel where they are handled by winches p' operated by any suitable mechanical
contrivance. In lieu of being secured to stationary points, it is obvious that fan D
may be secured by knuckle, multiple or other suitable joint c to a revolving shaft co
passi from within the vessel out through the hull A, having seats in journal
boxings or collars c therein and provided with branching arms, having pulley
wheels arranged therein. In the modifications of the fan shewn in Figures 71
and 72; the cable or chain c by which the fan is operated is carried over pulleys 6
in the outer end or mouth of each branching arm and a pulley 7 arranged within
at the juncture of the two arms with the main shaft c', which latter is preferably
a cylinder, through which the cable or chain c is carried to within the vessel, where
it is handled by winches p¹. The shaft co has on its inner end gear or toothed
wheel, by which, through machinery within the vessel, it is revolved on its axis,
so that the fan may be opened and.closed at will, either downward or upward and
be set at any desired angle and be made to serve as sails for impelling the vessel
forward, for retarding or checking the vessel's speed or turning it around as on a
pivot.
The shaft c of the fan D, is preferably cylindrical and hollow, to reduce its
weight, is provided with suitable bearings on which it is mounted, and a collar or
muff to prevent its being displaced, and is connected with proper machinery, within
the vessel and passes out through the side of the hull where the fan D is secured
in place.
In considering the possibility of aerial navigation the question naturally occurs;
can aerial ships be successfully steered to the right and left through the air? Nor
has this been less a question of serious investigation by inventors and aeronauts
who have endeavoured to direct the course of their unruly crafts through the air.
Experience has abundantly demonstrated that as the aerial ship, her sails, her
screws, her rudders, all operate in one element, the air, it will require the exertion
of more affirmative positive force to effect a deviation from her course than when
operating in two elements; for instance, air and water; that to steer the aerial
yessel, there must be direct impact by force, or such positive diverging lines formed,

page_text: and possibly both, that the ship will be forced into the new course, otherwise the
aeronaut will have no control over his ship and her course. To overcome these
embarrasments and bring my ship under control, I have multiplied facilities for
lateral steering. By ranging the long fin-shaped rudder along on the underside of
the tapering ends of the vessel, at both ends, and making the rudder conform to
the outline of the vessel, by throwing both to starboard or port side of the ship, as
occasion may demand, the curvature is so positive, forming as it were, the arc of a
circle, the cabin being a pivotal point, that as the ship is forced forward, she will
take the diverging course; should it chance, however, that the vessel will not obey
the rudders, she can be brought about by throwing out a fan D, that is to say,
suppose it is desired to go to the starboard and the rudder blades j are in position,
to direct the vessel in that direction by throwing out a fan D, or any number of
them on that side the vessel will naturally swing around on it. If however, the
vessel is still obdurate and will not obey, by adjusting the end screws j₁ j² the rear
one to work to the port side and the front one to the starboard, the vessel is
compelled to come about.
Thus it may be seen that the rudder blades, the side fans, and end screws may
be employed separately or simultaneously, to laterally deflect or steer aerial
vessels.
The idea of steering aerial vessels by externally attached rudder blades is not
wholly new with me, nor do I propose to claim them broadly, I simply claim
my improvements thereon, as indicated herein and shewn by my device and
arrangement.
In addition to or in lieu of the side fans D, arranged at intervals along the
outside of the hull, on both sides are series of adjustable fins H, designed to
deflect the vertical course of the vessel and regulate the altitude of her flight.
H is a revolving adjustable fin of any desired size and constructed of any
suitable material, either rigid or to open and close like a fan, observing that
lightness and durability should be coupled with great tensile strength. The fin H¹,
is secured to and made to form part of a plain revolving shaft H, having axle
bearing, by which it is journalled in a journal boxing a, in the side of the hull
and carrying on its inner end a gear wheel n, by which it is revolved on its axis,
and on the outer end a rigid frame covered with thin metal or other material of
which is a cross beam extending nearly at right angles to the main shaft H¹, to
the full diameter of the fin and w¹o are diverging ribs, radiating to the periphery
and W is a peripheral band, or hoop which binds the whole together and secures
the outer edge of the fin. It is obvious that any other form of frame may
consistently be adopted so that the fin will have the necessary dimensions and
strength, and as stated may be made to open and close like a fan; in which event
the revolving shaft H is replaced by a hollow cylindrical shaft K¹, having hollow
branching arms K2, provided with grooved pulleys, a journal axle k², and mounting
on the inner end, a gear wheel n by which it is revolved on its axis, and a multiple
knuckle joint m', between the branching arms. The fin is constructed on a series
of thin metal blades w10 keyed together at the inner end the knuckle joint m', and
the free ends united together by chains or cables passing through them laterally,
and the whole covered by any flexible material and is opened and closed by cable
or chains secured to the edges and passing thence by way of the hollow branching
arms K2, through the cylinder K, to the interior of the vessel, where they are
handled by machinery or otherwise.
Any number of these fins requisite to successfully deflect the vertical course of
the vessel, may be ranged at intervals fore and aft, opposite to each other, along
the sides of the vessel, and be so connected as to be adjusted singly in groups or
simultaneously as occasion may demaud; and are handled by suitable trains of
machinery, within the vessel, which as shewn in Figure 83 may consist of a
longitudinal shaft t, extending along on the inside of the hull A and secured in
bearings to, and provided at intervals with endless worms or screws (, and carrying
aspur wheel 5, by which it is revolved; in this train of machinery the gear

page_text: wheel n on the inner end of the shaft H' or K¹, gear with the endless screw t' on
the shaft t, which being revolved in the proper direction set the fins simultaneously
at the angle or in the position desired. The trains of gear connections shewn in
Figures 81 and 82 embracing driving gear wheels, which gear with the gear
wheel n on the end of the shaft H K¹ and a spur wheel P. I prefer however the
mode of mounting and handling the fin and the train of machinery shewn in
Figures 75, 79, 80, 84 and 85 in which is the gear wheel on the revolving
shaft H supporting the fin and us us are gear wheels secured on the inner end of
the revolving shafts u u journalled in and passing out through suitable bearings
in the side of the hull A and us us are rag wheels secured on the outer ends of the
shafts uu and placed against the outside of the hull in juxtaposition with and
on opposite sides of fins H, so that a chain or cable n², extending from the antipode
ends of the cross beams w³, will pass over each rag wheel, as shewn by Figures 75
and 80 u is a general impelling gear wheel.
In the outer ends of the cross beams w³ one each, is a grooved pulley wheel n¹
which runs on the cable or chain n², and the cable or chain is kept from being
displaced by an arbor n¹.
In lieu of the grooved wheel n¹ a clutch or set screw p³ may be introduced into
the ends of the cross beams w³ by which the cable chain m² is gripped and held fast
so that as the fin H, and rag wheels u u³ one on each side of the fin are revolved
simultaneously on their several axis, and the stay chain n² is carried forward to
the new position, whereby the fin H, is more securely braced and enabled to
sustain a greater strain.
The question of deflecting the course of or steering aerial vessels vertically in
ascending or descending from one air current to another, in passing over mountains
or in taking a higher or lower altitude has not been heretofore sufficiently con-
sidered by aeronauts and persons investigating aeronautics, although vertical
steering is recognized as essentially necessary to successful aerial navigation and
no attempts to navigate the air can possibly prove successful without a due
consideration of this subject.
It is clearly not in the line of economy to discharge the ballast to ascend or
allow the gas to escape to descend; nor can it tend to economy to check her
forward course and employ the side propellors or central vertical screw to deflect
the vertical course of the vessel, either upward or downward. To meet this
difficulty and to enable the aeronaut to deflect the course of his vessel vertically in
full flight I have devised and introduced into aerial vessels the adjustable side
fin H which I arrange along the sides of the vessel's hull at both sides, at such a
uniform distance apart that when placed at an angle for ascending or descending
the series will act upon the air like the thread of a screw, and carry the ship
upward or downward bodily. To illustrate:-
Suppose there be three fins on a side, equidistant from each other, and these be
set to tend upward, the three will impact the air, in the same plane, at three
points, at the same time, and then the vessel will be gradually carried upward, and
so by reversing the action the vessel will be carried downward; the side and end
propellors being employed to force the ship forward, and while ascending or
descending by the employment of the steering rudders jj the vessel can be steered
laterally to the right or left.
In addition to affording relief to the gas receptacles C, the air sack C¹, is
designed to contribute in holding the vessel in a selected altitude; in that the
vessel is inflated to equipoise on the earth, at which point the air sacks take in an
atmosphere of the density of that altitude, then by the joint action of the central
vertical screw and the end and side propelling screws, the ship and denser
atmosphere are lifted and carried to mid-air where by the expansion of the gas, the
ship attains equipoise. If however, the altitude attained has counter or adverse
currents, and if it is desired to gain position higher up, by employing the side fins
in carrying the vessel downward several points the atmosphere in the air sacks cau
be exchanged for an atmosphere of a density at that altitude which being lighter,
D

page_text: will enable the vessel to rise above the objectionable currents and so on, to go
higher or lower, ab uno disce omnes.
It is an automatic trap valve secured in the partitions I, of the gas field C¹, and
may be of any approved form, in my drawings I show different forms, each of
which contemplate the use of pressure on the one side and of resistance on the
other. The trap I' is adjusted in an orifice z in the partition I, is binged at one
end and by the other is attached to a lever carrying a spring 22, and sur-
mounted with a broad disc. When there is greater pressure on the disc ³ than
on the valve I the valve will open and allow the gas to pass through the orifice z,
and when the pressure is equal the trap will close.
h is a well or chimney formed by central bulkheads B, through which the smoke
stack ³, and steam pipes pass out.
The vessel may carry one engine powerful enough to impel all of the parts or the
weight and power may be and is preferably distributed to two or more points, by
the dotted circles (in Figure 14) I indicate two engines p³, one to each group of
side and end screws and fans and fins, which through beltings 2, p³ communicate
the momentum to band wheels q, q₁ secured on general shafts s³, which carry gear
wheels f, for band wheels n2, and gear wheels f, as may be selected.
The belts p, p connect machinery, not shown, with pulley wheels 96, 97 secured
on the shafts & carrying gear wheels f³, which gear with the wheels 27, on the
shafts, and they through them communicate momentum to the side screws i¹, or
connect the machinery not shown with the pulley wheels n³, which through the
endless belt 2³, communicates momentum to the side screws ¹, revolving them on
their axes either separately or simultaneously as may be desired, or if preferred,
momentuin may be communicated directly from the engine to the side screws by
connecting arins. The belts p p connect with a shaft s¹, carrying a gear
wheel f, which gears with a gear wheel n secured on the inner end of the fore and
aft axle shafts j³, j*.
While I use the train of propelling machinery shown and herein described,
believing that to be the most suitable and best adapted for the purpose for which
it is designed I claim the right to adopt and use in my vessel the most approved
that may be adapted for propelling aerial vessels.
Having been constructed, arranged and equiped as indicated and the gas field
secured in its seats and inflated to bring the ship and cargo to equipoise on the
ground, the central vertical screw is thrown into gear and made to revolve
rapidly on its axis to travel upward; which overcoming inertia carries the ship
upward into mid-air, where as it rises into a lighter atmosphere and the
displacing gas becomes more thoroughly expanded, the ship readily retains its
position. Having started free from its moorings the side and end propelling screws
are thrown into gear and the vessel impelled rapidly forward on her course.
The central screw being thrown out of gear and housed so soon as the ship is
well on her way, and when it is desired to alight after bringing the ship as near to
the landing as is possible by the aid of side fins, the propelling screws are thrown
out of gear and the central vertical screw brought into requisition to carry the ship
perpendicularly downward to its moorings.
Having now particularly described and ascertained the nature of my said
invention, and in what manner the same is to be performed, I declare that what
I claim is
First. In vessels for Aerial navigation, a hull made sharp fore and aft and con-
structed on one general frame of metal tubing united at every intersecting point
by hollow angle blocks the joints secured by suitable joint packing and the
whole arranged, as shown, that the air may be exhausted therefrom and gas be
substituted therefor throughout the entire frame, substantially as shown and
described.
Second. In vessels for aerial navigation, built sharp at both ends, a hull con-
structed on one general frame of metal and expanded amidships to afford space for

page_text: a number of decks and a protruding cabin and united by hollow angle iron blocks,
at every intersecting point and so arranged that the space inside the tubing will
form one general intricate gas chamber, in combination with a series of transversely
arranged bulkheads also constructed of metal, united at the several intersecting
points by angle blocks, and stayed and strengthened by suitable braces and by
horizontal, vertical, diverging and peripherial chords and rising out of the hull
at intervals from stein to stern to the height of the gas field, for which such bulk-
heads form seats and supports with series of gas bags arranged to adjust between
the bulkheads and with longitudinally arranged supporting chords, the whole
constructed and arranged substantially as shown and described.
Third. In vessels for aerial navigation, comprising a hull, expanded amidships
to accomodate one or more decks and a cabin, a series of radially braced and
supported, transversely arranged metal bulkheads rising out of the hull at intervals
from stem to stern, and extending upwards at varying heights to and beyond the
periphery of the gas field, for supporting the vessel. laterally, and providing seats
and supports for the several gas receptacles, substantially as set forth.
Fourth. In vessels for aerial navigation, the combination of a sharp tapering.
metal hull A, expanded amidships to accomodate one or more decks and a cabin,
a series of radially braced and supported, transversely arranged metal bulkheads B
rising at intervals from stem to stern out of the hull and extending upward to the
circumference of the gas field, gas receptacle C, arranged between and secured to
the bulkheads; and longitudinal bracing cords d, d', d, the whole constructed and
adapted substantially as shown and described.
Fifth. In radially braced and supported transversely arranged metal bulkheads
rising out of the hull of the vessels for aerial navigation, intersecting, terminal,
elbow and sleeve angle blocks, for securing the several joints, also key bolts, and
tying cables, substantially as set forth.
Sixth. A vessel for aerial navigation, consisting of a metal hull made sharp fore
and aft, a series of radially braced and supported transversely arranged metal
bulkheads rising from the hull at intervals from bow to stern, a number of gas
receptacles arranged between and secured to such bulkheads and hull as well as the
longitudinal and transverse chords, series of side and end propelling and steering
screws, side adjusted vertically deflecting fins; side adjusted laterally deflecting
fans, steering rudders arranged on the under side of the hull and a vertical raising
and lowering screw, all constructed, arranged and adapted, substantially as shown.
Seventh. In vessels for aerial navigation, the combination of a hull as described,
series of transversely arranged bulkheads rising out of the hull at intervals from
bow to stern; series of gas receptacles arranged and secured in place between the
bulkheads; central vertial screw for raising and lowering the vessel vertically;
side propelling screws adjusted in fixed supports for impelling vessel forward;
adjustable side fans ranged along both sides of the vessel's hull, for deflecting the
course of the vessel laterally and series of adjustable side fins arranged along on both
sides of the vessel's hull for deflecting the course of the vessel vertically. The
whole constructed and arranged for buoying, supporting, propelling and steering
aerial vessels laterally and vertically, substantially as set forth.
Eighth. In vessels for aerial navigation, the combination of the vessel's hull, as
shown, series of bulkheads rising therefrom at intervals from bow to stern; series
of gas receptacles arranged between and secured to such bulkheads and the hull;
longitudinal bracing chords extending over the gas-field, from stem to stern,
and central vertical screw for raising and lowering the vessel, substantially as
pointed out.
"
Ninth. In vessels for aerial navigation, a segregated gas field consisting of a
Beries of receptacles or gas bags, constructed of any suitable material, and of
demensions to adjust between and be secured to the hull the bulkheads and chords,
substantially as set forth.

page_text: Tenth. In vessels for aerial navigation, a segregated gas field as specified,
consisting of a series of gas bags internally divided into compartments or cells
by intersecting gas proof partitions containing each one or more automatic valves,
and provided with an internally adjusted air-sack, secured by its mouth, to an
opening in the periphery of the gas receptacles, the said air sack provided with
induction and eduction pipes for the introduction and expulsion of the air through
which communication is maintained with the outer air, the whole constructed and
adapted, substantially as shown and described.
Eleventh. A segregated gas field, for aerial vessels, constructed of silk, canvas,
thin metal or other suitable material, having internally arranged partitions provided
with automatic valves for equally distributing the pressure of the gas, into cells
or compartments, and induction pipes for introducing, and eduction pipes for
exhausting the gas, also provided, internally, with an air sack, secured by its
mouth to the periphery where, through induction and eduction valves, it com-
municates with the outer air, also externally with flaps and other conveniences for
handling and securing such gas bag in its seat, the whole constructed and arranged
substantially as, and for the purpose, described.
Twelfth. In combination segregated gas field C, internal partitions 1, provided
with automatic valves 1, air sack C, the latter provided with air valves 4, 15, the
whole constructed arranged and adapted substantially as shown and described for
floating and buoying vessels for aerial navigation.
Thirteenth. In segregated gas field for vessels for aerial navigation, an internally
arranged gas tight air sack, secured by the mouth to an orifice in the shell and
provided with induction and eduction valves and adapted and designed to be
inflated and collapsed within the gas receptacle, for the purpose and substantially
as pointed out.
Fourteenth. In vessels for aerial navigation, a hull A constructed on a frame of
metal as set forth, and provided with a projecting wheel house e*, e one on each
side, in combination with side propelling screws il axle shaft f, engaging gearings f
f, f and internally arranged connecting machinery for propelling such vessel,
substantially as pointed out.
Fifteenth. In vessels for aerial navigation, wheel houses protruding from the
sides of the vessel's hull for supporting side propelling screws, substantially as
indicated.
Sixteenth. In aerial vessels, comprising a segregated gas field, hull and cabin in
compact form, series of stationary side protruding beams, arranged horizontally in
pairs, at right angles to and projecting from both sides of the vessel's hull, and
carrying journal boxings for receiving the axles of the side screws in the outer ends
constructed and arranged substantially as pointed out.
Seventeenth. In aerial vessels, constructed on one common frame, series of
stationary parallel hollow beams e el arranged horizontally in pairs, at right angles
to and projecting from both sides of the vessel's hull and carrying in the outer ends
journal bearings e³, for receiving the axle of the side propelling screws and provided
with lubricating fountains es, the hollow beams e, c¹ carrying internally arranged
machinery for gearing with and actuating the side screw, the whole constructed and
arranged as indicated.
Eighteenth. In vessels for aerial navigation, series of stationary hollow beams
arranged and provided as indicated in combination with impelling gearing
machinery adjusted and operated in the chambers of such beams, substantially
as pointed out.
Nineteenth. In vessels for aerial navigation, hollow supporting beams arranged
horizontally in pairs as specified carrying side propelling screws connected with
and actuated by machinery within the vessel's hull through connecting gearing
arranged within the supporting beams, substantially as shown and pointed out.
Twentieth. In vessels for aerial navigation, hull A, stationary hollow beams
projecting therefrom and provided with. axle bearings e in combination with side.

page_text: screws ', axle shaft i gear wheel connecting gearwheel impelling connecting
shaft carrying gear wheel 27, and impelling wheel f" for longitudinally propelling
such vessels as shown and pointed out.
Twenty first. In combination side propelling screws ¹ mounted as specified and
actuated by machinery within the ship, through suitable gearing machinery fin-like
rudder blades J, secured and operated under the tapering ends of the vessel, for
impelling and laterally steering aerial ships, substantially as shown and described.
Twenty second. In vessels for aerial navigation, a hull A, constructed as shown
and adjustable propelling and steering end screws j', j2 mounted on a shaft pro-
truding from and carried in a shifting carriage in the end of the hull and in and
externally placed bracket, substantially as shown and described.
Twenty third. In combination adjustable end propelling and steering screws j',ja
arranged and mounted as shown shifting carriage s, and its connecting gearings;
supporting bracket c³, axle shaft j³, universal joint jo, impelling shaft je and with
propulsive machinery, within the ship, the whole designed, constructed and.arranged
for propelling and changing the lateral course of vessels for aerial navigation,
substantially as shown and described.
Twenty fourth. For mounting and handling end propelling and steering screws
in aerial vessels, shifting carriage 8, provided with journal bearings 82, guides s¹, and
racked gearing; and adjusted in and in combination with ways s³, arranged in a
transverse aperture q in the end of the hull, the whole constructed and arranged
substantially as pointed out.
Twenty fifth. A shifting carriage s, adjusted in ways s³, in an aperture in the end
of the hull, and provided with guides s¹ and axle bearings s³, and a racked gear, in
combination with end propelling screws j³, axle shaft j³, universal joint ³, impelling
shaft je supporting bracket c³, and an aerial vessel, constructed and arranged,
substantially as shown and described.
Twenty sixth. A long fin-shaped rudder blade j provided with a pivotted
journal o7, at one end, and two travellers 03, 03 journalled at the other, in combi-
nation with transverse projecting frame o, having ways o², forming the segment of
an arc, in which the outer end of the rudder is adjusted and operated, pulley
wheels o, in uprights o* steering cable 06, 0%, and drum o³, for laterally steering
aerial vessels, substantially as pointed out.
Twenty seventh. A long tapering rudder blade having a journal at one end, and
travellers at the opposite end, by which it is adjusted and moved in ways for
laterally steering aerial vessels in flight, constructed substantially as pointed out.
Twenty eighth. In vessels for aerial navigation, long fin-like rudder blades
secured by the smaller ends on pivotted joints amidships, to, and ranged along, and
made to conform to, the underside of the tapering ends of the vessel, the outer,
larger ends extending to, adjusted in, and operated by transverse vertical frames o
secured to and forming part of the ship's frame, substantially as shown and
described.
Twenty ninth. In aerial vessels, steering rudders journalled in suitable bearings
near the tapering ends of the ship and operated, through their smaller end amid-
ships, by tiller cables, leading out from within the ship, substantially as shown and
described.
Thirtieth. In vessels for Aerial Navigation, adjustable fans secured to the side of
the ship's hull at fixed points by knuckle joints, and opened, closed and otherwise
handled, through cables or chains passing to within the vessel, by internally
arranged machinery, substantially as and for the purpose indicated.
Thirty first. A device consisting of a frame of thin blades, severally secured at
one end, like the blades of a fan, to a common point, by a suitable knuckle
joint, the relative radiating position of the blades being preserved by transversely
adjusted cables or chains and the whole covered with thin flexible material and
adjusted and arranged to be opened and closed, like a fan, by mechanical con-
trivances, arranged within the vessel, substantially as shown and described.

page_text: Thirty second. Adjustable fans, arranged and secured as shown in combination
with fin-like rudders, arranged on the underside of the tapering ends of the hull
and secured in ways and operated by tiller cables for the purpose of laterally
steering Aerial vessels, substantially as set forth.
Thirty third. Adjustable side fans arranged, secured and handled as set forth,
in combination with adjustable end screws j¹ for laterally deflect g and changing
the course of Aerial Vessels, substantially as set forth.
Thirty fourth. Long fin-like steering rudder blades pivoted and operated under
the tapering ends of the vessel, as set forth, in combinati with adjustable fans
ranged along the sides of the hull, on both sides, for deflecting the lateral course of
aerial vessels in flight, substantially as shown and described.
Thirty fifth. In vessels for aerial navigation, long fin-like steering rudder blades,
pivoted to and operated under the tapering ends of the vessel, as set forth, in
combination with adjustable end screws employed for laterally deflecting and
changing the course of such vessels in flight, substantially as indicated.
Thirty sixth. The combination of adjustable side fans D, under adjusted steering
rudders, end steering, and propelling screws j and side propelling screws i¹
arranged, handled and actuated substantially as set forth.
Thirty seventh. In combination adjustable side fans D and propelling screws for
impelling and vertically steering aerial vessels, substantially as set forth.
Thirty eighth. In combination the metal hull A side adjustable fans D securing
knuckle joints c fan manipulating cable ca cable pulleys c and winches and
engaging machinery placed within the ship, all constructed and arranged to act as
aids in sailing and steering the vessel substantially as shown and described.
Thirty ninth. The method of mounting vertically propelling screws in a movable
carriage, by which they are carried into or out of position for use, substantially as
pointed out.
Fortieth. An adjustable supporting carriage arranged in ways to travel vertically
in an annular chamber, entering upward into the hull of the vessel and provided
with journal bearings for and carrying a vertically mounted propelling screw for
raising and lowering aerial vessels vertically, the whole constructed, arranged and
handled and actuated as indicated.
Forty first. An adjustable supporting carriage, provided with externally arranged
gearing and internal journal bearings, arranged to travel, vertically, in ways within
the vessel, and be handled and impelled by connecting gear as shown, in combi-
nation with shaft V carrying impelling screw F and mounted in bearings in the
bore of such carriage, substantially as and for the purpose stated.
Forty second. In vessels for aerial navigation, a vertically arranged movable
carriage, secured in ways constructed in an annular chamber entering the hull of
the vessel from the bottom and carrying a vertical screw for raising and lowering
such vessels, substantially as shown and pointed out.
Forty third. In vessels for aerial navigation, a vertical screw mounted in and
carried by and operated in an adjustable carriage secured and operated in ways in
a chamber, passing upward from below, in the hull, the whole constructed and
arranged substantially as indicated.
Forty fourth. In combination, vertical axle shaft V propelling screw F axle
journals v¹¹ and bevelled gear wheel u³ adjustable supporting carriage F¹ having
shoulders w, w and a bore v³ provided with annular journal boxings v³, v³ and
externally arranged rack gear, a supporting carriage L and engaging pinions u¹, u²
and gear wheels us, ut the whole constructed and arranged to be secured handled
and operated in an annular chamber entering the hull, from below, and designed
for vertically raising and lowering acrial vessels, substantially as shown and
pointed out.
Forty fifth. In combination with vertically mounted central raising and lowering
screw and its movable carriage, the supporting frame L substantially as shown and
described.

page_text: Forty sixth. In combination vertical screw F axle shaft V supporting bear-
ings v¹, vimpelling wheel u³ and gearing propulsive machinery, as shown, for
raising and lowering aerial vessels vertically, substantially as pointed out.
Forty seventh. In combination supporting frame L consisting of vertical
stanchions & horizontal chords q' and diagonal braces q ways v¹ supporting carriage Fi
vertical screw F and gearing machinery, as shown and described, for vertically
raising and lowering aerial vessels.
Forty eighth. Vessels for aerial navigation, constructed as set forth and provided
with series of adjustable side fins secured on revolving axles carried through the
hull, to within the vessel on both sides, at invervals from bow to stern, and geared
with and operated by suitable machinery within the ship, the whole constructed
and arranged for deflecting the vertical course of such vessels, substantially as
shown and described.
Forty ninth. Series of adjustable fins attached to revolving axle shaft, journalled
and secured in and projecting from the sides of the hull, on both sides, at intervals
from bow to stern, for vertically deflecting and steering aerial vessels in flight,
substantially as shown and pointed out.
Fiftieth. In vessels for aerial navigation, adjustable side fins secured to revolving
axle shafts arranged in bearings in and passing from within out through the side
of the hull and stayed by guys and lateral supports, substantially as set forth.
Fifty first. Adjustable revolving side fins, formed on axle shafts journalled in
suitable bearings in the sides of the vessel and carrying a gear wheel on the
opposite end, for handling and adjusting the same, for deflecting the vertical course
of vessels substantially as shown and pointed out.
Fifty second. Adjustable revolving side fins H formed on axle shaft H arranged
and secured in bearings in and passing through the sides of the hull and provided
with a gearing wheel n on the inner end in combination with impelling wheel u³
gearing wheels u, u axle shaft u, u rag wheel us, us and gearing chains n² the
whole constructed and arranged as shown and described to be adjusted and
operated for deflecting the vertical course of vessels for aerial navigation, substan-
tially as pointed out.
Fifty third. In combination fin H revolving shaft H³ cross beam w³ grip clutch n¹
gearing chain n² rag wheels u³, u revolving shafts u, u gear wheels uº, u and u³
in an adjustable device, ranged along the sides of the hull on both sides, at
intervals from bow to stern, for deflecting the vertical course of aerial vessels
substantially as indicated.
Fifty fourth. In vessels for aerial navigation, adjustable side fins H, in com-
bination with vertical screw F for deflecting the altitude and changing the position
of such vessels, substantially as specified.
Fifty fifth. In aerial vessels adjustable side fins in combination with propelling
screws for deflecting the vertical course of such vessels in flight, substantially as
set forth.
Fifty sixth. In combination side fins H side fans D and propelling screws, for
impelling and vertically and laterally steering aerial vessels, substantially as shown
and described.
Fifty seventh. In combination adjustable side fins H propelling and steering
screws, steering rudders j side fans D and internally arranged engaging and
impelling machinery for propelling handling and steering both laterally and
vertically, vessels for aerial navigation, substantially as set forth and shown.
Fifty eighth. Trains of engaging gearing machinery arranged with in the vessel
for simultaneously adjusting and bolding at appropriate angles series of side fins
ranged at intervals from bow to stern, along both sides of the vessel's hull and
adapted for steering and deflecting the vertical course of aerial vessels, in flight,
substantially as shown and described.
Fifty ninth. In vessels for aerial navigation on the combination of segregated
gas field C propelling screws and adjustable side fins, all constructed and arranged

page_text: for buoying, impelling and vertically steering or deflecting the course of such
vessels, as shown and described.
Sixtieth. In combination the segregated gas field C provided with air sacks C¹
adjustable side fins H and propelling screws for buoying, impelling and vertically
steering or deflecting the course of aerial ships, substantially as specified and
shown.
Sixty first. In combination the segregated gas field C having internally adjusted
air sacks Cadjustable side fins H adjustable rudder blades ; adjustable side fans D
and propelling screws all constructed, arranged and handled, substantially as
pointed out for the purpose of buoying, impelling, vertically steering and deflecting
and laterally steering vessels for aerial navigation, as shown and described.
Sixty second. For simultaneously adjusting and holding at appropriate angles,
for vertically steering and deflecting the course of aerial vessels in flight, series of
side fins ranged at intervals along both sides of the hull from stem to stern, train.
of engaging and gearing machinery arranged within the vessel, substantially as
shown and pointed out.
Sixty third. In trains of propulsive machinery, for actuating the side propelling
screws the combination of endless belts p* pulley wheels q gear wheels f*, ƒ³
axle shaft gear wheel i7, i7 revolving shaft 2 and gearing wheels, axle
shafts i, constructed, arranged and adapted as shown, for impelling aerial vessels,
substantially as specified.
Sixty fourth. In trains of propulsive machinery, for gearing with and actuating
the end steering and propelling screws j¹ the combination of the endless belt 20
pulley wheels q' and gear wheel ƒ axle shafts, 8 gear wheel fe revolving shaft j³
constructed, arranged and adapted as shown, for impelling forward and steering
aerial ships laterally, substantially as shown and described.
Sixty fifth. In vessels for aerial navigation in compact form and on one frame,
as shown, an overlying roof I arranged, constructed and supported as indicated,
and provided with gutters and water ducts & substantially as shown and
described.
Sixty sixth. Hollow angle blocks having diverging, receiving branches as shown
in combination with a key pin r, tying cables ¹, and suitable joint packing the
whole designed for forming substantial joints in the metal frame of vessels for aerial
navigation, substantially as shown and described.
Sixty seventh. In metal frame, in vessels for aerial navigation the combination
of hollow angle blocks, having diverging arms and provided with a central pin,
longitudinal, diagonal, peripherial supporting chords, the whole connected, arranged
and adapted substantially as herein specified.
Sixty eighth. The, combination of longitudinal peripheral, lateral and diagonal
chords, cross girders and vertical stanchions and posts, with central, intermediate,
terminal, elbow and sleeve angle joints, central key pin r rubber bolster and
cushion tying cable arranged and adapted to the construction of frames, for
aerial vessels, substantially as set forth and shown.
Sixty ninth. In vessels for aerial navigation, the introduction and adaptation of
cushioned springs no between the metal frame of aerial vessels and the several gas
bags, to prevent abrasion, substantially as indicated.
Seventieth. In combination the segregated gas field C interposing cushioned
springs n and metal frame of vessels for aerial navigation, constructed and adapted
as indicated and shown.
Seventy first. In vessels for aerial navigation, the combination of a hull, having
a protruding cabin below and series of upward projecting bulk heads above, a
segregated gas field, as shown, steering rudders, side adjustable fans, a vertical
screw, mounted as shown, side adjustable vertical deflecting fins, propelling side
screws, end propelling and steering screws, and internally arranged propulsive

page_text: machinery, for engaging, handling and actuating the several parts of aerial vessels;
the segregated gas field provided with internally adjusted. air, sacks having
externally communicating valves, and the overtopping roof, the whole.constructed
and arranged substantially as shown and described.
1 7
100K
HASELTINE, LAKE & Co.,
For the Applicant.