METHOD OF USING GASES FROM COMBUSTION OF VEGETABLE SUBSTANCES, TOGETHER WITH STEAM TO DRIVE ENGINES; & BY DISINFECTING THE EXHAUST RENDER THEM PRACTICALLY UNOBNOXIOUS
Year: 1884

page_text: I, WILLIAM QUARTERMAIN, of Fransham, in the county of Norfolk, Aëronautical
Scientist & Engineer, do hereby declare the nature of my invention for A METHOD
OF USING GASES FROM COMBUSTION OF VEGETABLE SUBSTANCES, TOGETHER WITH
STEAM TO DRIVE ENGINES; & BY DISINFECTING THE EXHAUST RENDER THEM
PRACTICALLY UNOBNOXIOUS; to be as follows :-
Whereas certain vegetable products-rich in hydro-carbonous matter,—have an
inherent capacity for generating very voluminous quantities of gaseous matter;
(totally independent of metalic evaporative surfaces & at a velocity far exceeding
the generation of steam by the radiated, or indirect, energy of coals); their
employment becomes invaluable for the requirements of Aërotransive Engines.
Such fuel, (preferably Palm oil nuts, chestnuts, coco, olive oil, cotton, sunflower, &
other nuts & seeds ;) I feed into a decomposing chamber, there to distil over the
volatile matter such fuel contains. And in order to ensure perfect combustion of
Buch volatile matter I provide a reservoir of compressed air, & therein maintain
the necessary supply of air for combustion by constant injections made by engine
when in motion, or by hand-pumping when necessary.
I prepare for starting the engine by feeding a charge of fuel, in full ignition,
into the decomposing chamber; & admit a temporary air supply therefor through
the orifice in the axis thereof; (at a, fig. 1.) allowing the gaseous products to escape
through the tubes, b, piercing the water, & leading therefrom to the turbines 1 & 2
in the steam space & pass out at c fig. II. & III. By setting the stop-cock c
& plug a more or less open the combustion may be increased or retarded until the
working pressure is required to be fully "got up;" or until the fuel is in vivid
ignition. The said orifices being then closed & the air reservoir stop-cock d, fig. III,
opened, & a further supply of fuel added, the whole product of combustion, in
combination with the air supplied, & the steam evaporated, will be then available
for the motive pressure until it exceeds load on safety valve, when its excess will
escape in the usual way. And as we can obtain fully eighty-three per cent of
gaseous matter from palm oil nuts, & at least cent per cent by expansion, or
increased pressure, of the air supplied, its advantage over equal weight of coal
& water is obvious; being at least equal to ten times the volume of coal-steam;
(exclusive of the steam evaporated at surface of tubes b by the vegetable fuel's
heat of combustion): besides the great advantage of saving fully three-quarters of
the weight of metalic evaporative surfaces required in steam boilers.

page_text: ;
As the distilled products of the vegetable fuel are capable of being freed from all
Booty deposits by an adequate supply of air, in order to ensure such freedom or
purity, & to promote perfect combustion, I provide for an excess of air supply by
regulating the quantity of fuel-feed with eccentric, rack, & fall-gear A, fig. III.,
& maintaining in the air reservoir greater pressure than in the generator; so that
the air therein, having a superior pressure, can enter the combustion chamber,
through side passages at a tigs I & III., into the lower stratum of burning fuel
& also surround the flame above by entering through the upper side passages at a¹;
& so maintain perfect combustion. Thence the gaseous products pass through the
tubes, b, of the boiler on either side of the combustion chamber, ascend the passages
at their extremities, & entering the Turbines 1 & 2, figs I, & III. impart motion
to them on passing into the steam space above the tubes, & there mingle with the
steam evaporated by heat of combustion. And the so collected aëriform products,―
viz., heated air, steam, carburetted hydrogen, &c.;-pass through the open Turn-
cocks e, fig. III., into the slide-valve boxes & cylinders, for actuating the pistons
in the usual manner. And so little capacity have air and hydrogen for concentrated
heat that a motive power of ten atmospheres has been sustained at a temperature
under 180° Fahr.; so that after passing the exhaust ports the condensation of
aqueous vapour would, on emerging from Turbine 3, fig. III be almost complete.
Thus allowing Vegetable Fuel engines to work with higher pressure at lower
temperature than coal-steam engines can.
In order to withdraw the carbonized residue with the utmost facility (by hand
or by engine), I provide a cylindrical combustion chamber a, with a moveable
oblong centre plate, f, fig: I & III. so that by reversing, or turning half-round, the
said cylindrical combustion chamber, its moveable oblong centre bed-plate, being
carried to the top side, is then exposed to the full pressure of the generator;
wherewith it is forced down to the lowest side, driving before it the unsupported
carbonized residue, & discharging such residue into the ashpit below.
The said carbonized residue can be rendered available for future use, when
necessary, by a mixture of hydro-carbons, Nitre, Soda, &c.
By a suitable combination of toothed wheels h, or cone surfaces, & band,
connecting the said cylindrical combustion chamber, a, cylindrical feeding
chambers g, fig. I, II, III, & crank shaft at i, fig. III, I provide with the aid
also of Turbines & change wheels h¹¹, h¹¹, for the engine to be self-fuel-feeding,
self-residuum-discharging & adjustable to any number of revolutions for regulating
the air-supply, & also be self-air & water supplying. By such combinations I so
adjust & regulate the successive feeds of fuel that the air supply may at all times
be adequate for its perfect combustion; as feeds of fuel may be supplied at intervals
of any required number of revolutions of crank shaft, & so admit to the generator
the injection of the requisite quantity of air from the air reservoir, di, fig. III.
& also to the latter from the air pump ", fig. II. & III. wherein it is compressed
in excess of generator's pressure. And as it is important to retain a full chamber
of burning fuel the carbonized residue is prevented from untimely discharge by
the connecting shafts j between the cylindrical feeding & the cylindrical combustion
chambers.
In the construction of the air reservoir d' I employ, by preference, for Aërotransive
Engines, a suitable cask strong enough to sustain a constant pressure of 500 lbs or
more per square inch, & line it with any suitable air-proof fabric. The said
reservoir being pierced with two orifices, one of which receives the air pipe (fitted
with stop-cock d & valves) connecting it with the air pump, 1, & generator; the
other orifice opening into a strong india rubber bag d₁, capable of withstanding
an equal air pressure to that of the said cask; so that successive air pumpfuls may
be injected into the generator from the reservoir & elastic bag under nearly uniform
pressure, and thereby maintain the air supply requisite for combustion, however
varied the velocity of piston strokes may be.
+
For the purpose of disinfecting, purifying, & condensing the exhaust aëriform
matter, I connect the exhaust ports to the top end of Turbine, crank shaft 3, fig. III.,

page_text: passing through, & working in, the slotted cross-head k between the feed air
cylinders, & connecting their pistons; the said cylinders I cast with & on top
cover of disinfecting tank & condenser m, fig. III. The said cover also provides
the bearing whereon, & in which, Turbine 3, shaft is suspended & revolves. I also
attach shoots n, to its radial arms for throwing over each outlet a spray of the
disinfecting & condensing fluid, to facilitate both the condensation and purification
of the aqueous vapour & other aëriform matter; leaving the purified permanent
gases free to escape into open air at o. The power imparted to the Turbine 3, by
the back pressure of exhaust aëriform matter I employ to agitate the disinfectants,
& also to deliver compressed air to feed the air pump on generator with air
which can be compressed into its volume or less in the first pumps 7, by the
surplus power actuating Turbine 3 within, the condenser, & delivered under such
pressure to the second pump wherein it is further compressed or more &
delivered to third pump " at a density of 4 or more atmospheres. The Turbine, 1,
further compresses the air to a density exceeding the working pressure of the
generator, & injects, (for each & every piston-stroke of motive cylinders) a volume
of air equal to their capacity at a density of one or more atmospheres to support
combustion, into the combustion chamber; as herein before described.
By the use of these turbines the air injected will detract little or nothing from
the efficacy of the generator's motive pressure actuating the engines. For the
weak exhaust gases compress the weakest, (or ordinary dense,) air, in the first
pumps on cover of condenser, from ordinary pressure upwards, previous to its
entering the second pump in which the air-piston is actuated by the full force of
the generator on Turbine 2. Therefore this Turbine & Turbine 1 derive their
power from the gases passing through them on their way to the motive pistons &
exhausts. The Turbines 1 & 2 thus obtain motion from the gases issuing from
their radial outlets, (very similar to the manner of rockets,) without detracting
from the motive power of the pistons; and which simply exert a recoil pressure,-
magnified by leverage of radial arms 311, 3111, and their surface of outlets,
proportional to that of generator,-on the injected air & feed water. To regulate
the supply of air to the combustion chamber, & to utilise any surplus power yielded
by, or supply any deficiency thereof to, the Turbines, I connect Turbine 1, to crank
shaft by cogwheels h & axle i.
For the purpose of avoiding (in the construction of Aërotransive Engines,) excess
of weight in frame for generator, I attach to the flanges of the said generator
inner end plates p-carrying turncocks e, & feet for fastening to frame;-& outer
end plates g, fig. II. III. & IV.-carrying & cast thereto the slide valve boxes &
cylinders; wherein the pistons actuate the connected mechanism in the usual way.
And to obtain efficient guiding surface for the piston cross-heads, I cast suitable
upright frames with bearings for crank shaft-on top covers of motive cylinders.
The said bearings are also further conducive to gaining important additional strength
in the body by affording central connexion between the floor, wing-beams », & roof
of Aërotransive Engine at r, r².
I also construct the crank shaft with additional double diametrical cranks, s, all
set in one & the same plane, one half of them falling 45° from (i.e. mid way between)
motive crank pins, & the other half diametrically opposite their fellows-the wing
crank pins; & preferably united with the thinest discs competent to withstand the
strain of their respective pair of wings thereby actuated; & so allow their respective
couplings attached by one end to the said double crank pins, to be connected by
the other end to, as near as may be, the centre of slide frame guides, t, fig. I, & II.
Also the application of the said slide frame guides for attaining stability in &
parallelity of motion transmitted thereto from the motive crank shaft through its
couplings, & the uplifting force transmitted from wing crank shafts u, through their
couplings: however varied be the angle at which the wing crank shafts are
set. To the said slide frames I fix bolts, t¹, whereon swivels, t, to which the
wing couplings are jointed, freely. turn; thereby permitting the direction of wing

page_text: shafts u, fig. 1 & 11, & subsequent stroke of wing surfaces to be altered to any
required angle, whether in motion or at rest.
To the wing-beams r, I fasten slotted bearers v¹, cast to side plates v, that tho
aforesaid guide frames may slide therein. By this important arrangement the side
plates are firmly secured in position & the whole framing between each pair of
wings is thereby narrowed & strengthened & saved much weight in the metalic
parts thereof. The said side-plates provide additional surface attachment to the
Aërotransive Engine frame in such convenient manner as to combine the advantage
of angle iron thereto; and the bosses cast thereon obtain thereby a firm support of
adequate strength & solidity without excess of weight, for utilising the available
motive force & the impulse of the air, during the active operation of these forces
on the wing surfaces; & thus enable the wing journals w, to withstand their
excessive strain more effectually. The said side-plate bosses also provide the
necessary surface bearings in which the wing journals turn, so as to set the wings
at any required angle; & also further intervene between the wing journals & wing
balance platforms x, whereby they are maintained securely in their respective
positions.
Also for the purposes of changing, setting, & firmly holding the wing journals at
any required angle I employ spanners y, fastened to the inner end projection of the
said wing journals. The said spanners are jointed unto shafts z, fig II. lying
parallel on each side, & the latter connected by rope or catgut to a shaft gg, crossing
the body of engine; & to the said cross shaft I fix the wheel by which the said
spanners are controlled & held in the required position by a side catch. The shaft
on each side screws into swivels at fixed to fore spanners so that the fore
wings may be (& are so set in fig. II,) together or separately at different angles
to the other wings for balancing, or wheeling in steering, the engine when
necessary. All other spanner-swivels have smooth bosses as z¹ for the shafts'
bearings.
Also the application of cylindrical wing journals w, having inner end projections
for entering the setting spanners, & enlarged diameters, let flush into the face of
side plates, v, for securing them thereto; & also having open centres to allow the
couplings & connecting joints with wing elbow crank shafts u, to work freely
therein. Also further to provide the said wing elbow crank shafts with axial
bearings at such suitable distance clear of the sides as to permit the wings when
turned into the horizontal position to pass & work clear of them (as seen at fore
wings in fig. II,) or to rest in that position, close to sides of body when the engine
has made its journey, or is otherwise inactive; or is to be placed in security under
cover, and thus render detachment of wings unnecessary. The wing journals are
also further provided by their outer projecting end bearings for carrying thereon
the encircling wing balance platforms a, united & pinned thereto by wing shafts'
axle x, which, by this union, firmnly secures both journal & platform together in
position in the side plate bearings or bosses; as herein before described.
Also the application of the wing balance platforms x whereby the wing shafts
together with their independent spring balances may be turned & held in any
required position; and providing the said platforms with, & casting thereto suitable
cylinders of sufficient height & strength to serve for spring boxes to which I attach
screw-caps carrying upright forked bearers, wherein the drum-axles a a turn by the
action of the wings. To the inner part & smaller diameter of these axles the catgut
connecting them to the top of spring-rods is secured & coiled; & to the outer
& enlarged part or drums are coiled the belts connecting the said drums to the
spurs bb, on the semicircular projections on wing shafts.
Also the application of spiral coiled springs resting on piston-nuts, c c, into which
the threaded spring-rods can be screwed so far as may be required to lift the
springs sufficiently forcible against the caps to balance the wings in the most
efficient position. To the rod-heads are screwed the caps through which the catguts,
connecting the drum-axles, enter & are fastened.

page_text: Also the application of obtuse angled crank shafts, u, so set as to deliver
five-seventh of each perpendicular & each oblique stroke above its horizon. On
these shafts I form semicircular projections to carry spurs, b b, whereto I fasten the
connecting belts for transmitting thereto the action of the spring balancers; as
herein before described. I also further employ the said semi-circular projections
to provide a base for the wing shoulder frames d d, fig. II & v. on which they may
be both seated and free to move partly around the shaft passing through their
sockets; & secured in position thereto by suitable key-pins or screws. I also
therewith further provide the check-base, or stop, e, to the wing shoulder frames
when making the down or forward strokes; & I likewise also provide the said
semicircular projections with screw-pins, e³, fig. V. for the purpose of adjusting the
wing shoulder frames at the most effective angle for feathering their surfaces when
making the up or back strokes.
Also the application of the wing shoulder frames d d, formed with projecting
segments of about 165°, e³, around their sockets for opposing adequate surface to
the semicircular projections on the obtuse angled crank shafts u, as herein before
described. The nature & utility of this segmental projection is in that it permits
the wing surface to have an involuntary movement for ensuring the feathering of
its surface in the up or back strokes, & adjustable to the most effective angle by
the screw-pin as herein before described; so that during the interval of making the
up stroke, the resisting air is caused to impinge on the surface at such an obtuse
angle that its whole influence shall press the wing surface forward & upward,
& thereby fully utilise the up or back strokes to give forward impetus to the
engine.
Also forming the said wing shoulder frames in such manner as shall permit
& maintain the fore spars, canes, or rods, forming the anterior margin to occupy &
plane lying between the central & aft spars, canes, or rods. The said spars may be
of any tough material, though preferably of lance wood, American elm, ash, or
similar woods. Of such materials, I employ for the construction of the wing surface
frames three tapering lengths of suitable proportions & firmly secure them in
mortices in the wing shoulder metalic frames d d. Also by cross bands of like
material fixed to the said lengths and overlapping the aft-rod a distance of about th
(more or less) of the breadth of wing & also jointing a moveable piece to frame d d.,
at ee, I form an elastic posterior margin e e¹. e ell to further increase forward
impulse during the up & down strokes. By top & under stays jointed to central
spars, I secure the wing surfaces in the most effective form; & cover the said frames
with fine canvas, mineralized india rubber sheeting or other suitable water proof
fabric.
Also to obtain the required essential form of the wing shoulder frames, dd,
I employ a segmental surface occupying 90°, & place the socket at the angle formed
by a perpendicular line to the horizon cutting the arc at 60°. The fore spar
I place 30° from & on the fore side of the perpendicular; the central spar I place
on perpendicular, & the aft spar at the extreme end 60° therefrom. This arrangement,
as will be seen in section at d d, fig. V, & VI will cause the fore spar to lie in a
plane below the central spar, & considerably above the aft spar; as herein before
described. By the segmental surface so formed the air will be twice as much
retarded by the aft part of the wing surface as by the fore part, & in consequence
will receive an oblique forward direction from a perpendicular down stroke. If now,
however slightly, we incline the fore spar upwards, & with it the wing's anterior
surface, we must decidedly increase the obliquity of direction of air motion. By
this act of downward pressure by the segmental wing surface, the air in contact
therewith is wholly pressed forward obliquely & the underlying & external body of
air resisting forward progress, causes the antagonistic particles to force each other
upwards & forwards until they form so dense a crest that the air wave rolls over,
carrying forward with it the down driving wing surface & body also. This I find
by experience to prove a supporting & propelling (or rather drawing forward)
element in air motion, At the commencement of the return up or back stroke the

page_text: wing surface involuntarily changes its angle; i.e. the weight of air on its back
surface becoming heavier than the air pressure below can support, the aft wing
surface falls & the fore margin rises till checked by wing shaft adjusting screw-pin.
The wing surface is then efficiently feathered, & the air resisting its upward course
is received on its obtuse angled surface, so that the whole resisting influence of the
air presses forward the wing surface, & is thus thoroughly utilised for impelling the
engine forward. No necessity exists for evading this available & most valuable
impelling force,-which so many attempt to do & try to render useless! Fig. VI, &
VII, show the wing-surfaces & body on a reduced scale.
For the purpose of internally strengthening the body, in addition to the connection
between the floor & roof, as herein before described, I place cross rails with the ends
thereof jointed to the sides of body as at e¹, el, fig. I. & their tenons keyed into
corresponding mortices in the frame supporting the generator; so that the rails may
be unkeyed & opened to allow a free passage along the sides when at rest, & keyed
in position thereto before rising in order to increase its stability. I also employ the
said cross rails for attaching thereto, & supporting, the seats for passengers, which
I so place that passengers may occupy alternate seats on each side without disturbing
the balance, & also to confine the width of engine to the narrowest limits practicable:
& thereby ensure the greatest strength without excess of weight. All the framing
I construct of the most suitable wood so curved, strutted & braced as to give the
greatest rigidity & firmness, & therefore preferably with segmental ends to an oblong
body. The intervening spaces may be filled with split cane woven in the usual
way, or with osiers wattled, as in fine baskets; leaving spaces for windows &
entrance. The upper part & roof of engine I cover & render water proof; & the
floor & lower part to an adequate depth for floatage, I render water tight; so that
the body may rest on water when necessary, or desirable to hold communication
with ships at sea.
Also for the purpose of guiding or steering the engine I employ a light elongated
surface ff, attached to the upper part of its fore end & fasten a tiller rope thereto
and convey the said rope around the steering wheel fixt near that on cross shaft g g,
for setting the wings, so that all handled parts may be placed within easy reach of
the attendant.
Dated thin noth dow of Tonuary 1884

page_text: I, WILLIAM QUARTERMAIN, of Fransham, East Dereham, in the County of
Norfolk, Aëronautical Scientist & Engineer, do hereby declare the nature of my
invention for "A METHOD OF USING GASES FROM COMBUSTION OF VEGETABLE
SUBSTANCES, TOGETHER WITH STEAM TO DRIVE ENGINES; AND BY DISINFECTING
EXHAUST RENDER THEM PRACTICALLY UNOBNOXIOUS; and in what manner the
same is to be performed, to be particularly described and ascertained in and by
the following statement reference being made to the Drawings accompanying my
Provisional Specification :—
:-
"
Whereas certain vegetable products-rich in hydro-carbonous matter-have an
inherent capacity for generating very voluminous quantities of gaseous matter in
the igneous state, their employment becomes invaluable for the requirements
of Aërotransive Engines; because, without weighty mechanism, we can obtain
primarily great volume force; generated at a velocity far exceeding the evaporation
of steam by the radiated, or indirect energy of coal; and also totally independent
of all bulky and weighty metalic vaporising surfaces.-A condition of the highest
importance to the successful issue of Aorotransition. Such fuel, preferably Palm
oil nuts, & other like constituted nuts and seeds, I feed into a decomposing or
combustion chamber; there to distil over the volatile natter such fuel contains.
And in order to ensure perfection of combustion of such volatile matter I provide
a reservoir of compressed air, and therein maintain the necessary supply of air for
combustion by constant injections; made by engine when in motion, or by hand
when necessary..
"
I prepare for starting the engine by feeding in a charge of fuel, in full ignition,
to the combustion chamber and admit a temporary air-supply therefor through the
orifice in the axis thereof at a, fig. I; allowing the gaseous products to pass through
the tubes, b, piercing the water, & therefrom ascend the passages leading to &
through the Turbines 1 & 2, into the steam space above; then pass out at tube c,
fig. II and III, to condenser. By setting the plug a, more or less open the
combustion may be increased or retarded until the working pressure is required to
be "turned on;'
or until the fuel is in vivid ignition. Then by closing plug a,
& opening the air-reservoir stop-cock, d, fig. I. & III, after adding a further supply
of fuel, the whole product of combustion, in combination with the air supplied
and steam evaporated, will be available to work the Turbines; & which at
once will commence to feed the generator with fuel, air, & water, regulate its
supply and discharge the residuum; without starting the motive pistons.
the motive pressure is required to be turned on to Pistons the stop cock, c, will
close before the turntocks e open. If necessary to get up high working pressure
the said cocks can be held stationary at this point by allowing spring handle to
rest in clutch, & applying the required increment of pressure to safety valve.
When
As the distilled products of this vegetable fuel are readily freed from all sooty
deposits in perfect combustion, to ensure such purity & perfection of combustion
I provide for an excess of air supply by regulating the quantity of fuel-feed with
the eccentric, rack, & fall gear A, fig. III; actuated by the lifting of the safely
valve, and effected to the utmost before any escape of acriform matter can occur.
And by maintaining in the air reservoir greater pressure than in the Generator, the
air from the said reservoir will enter the combustion chamber through the side
passages at a, fig. I & III; into the lower stratum of burning fuel ; & also surround
the flame above by entering through the upper side passages at a¹, narrowed &
Dontracted by the levelled side-plates, a", or lining in combustion chamber, for the

page_text: .
:
purpose of effecting perfect combustion. Thence the gaseous products pass through
the tubes b, of the boiler on either side of the combustion chamber; ascend the
passages in which they terminate & entering the Turbines 1 & 2, fig. I & III;
impart recoil motion to them on passing into the steam space above the tubes, &
there mingle with the steam evaporated. The motive power imparted thus to
Turbines being at once utilised for feeding fuel, air, & water to Generator, & also
in discharging the residuum: as berein before described. And the so-collected
aeriform products;-viz, the injected air, heated by combustion; the vaporised
& dried steam, carburetted hydrogen & other permanent gases,-when barred
outlet at c, pass on through the open turn-cocks, e, fig. III, into the slide valve
And so
boxes & cylinders, for actuating therein the pistons in the usual manner.
little capacity have air and hydrogen for concentrated heat, that a motive pressure
of ten atmospheres has been sustained a short time at a temperature under
180° Fabr.; so that after passing the exhaust ports the condensation of aqueous
vapour on emerging from Turbine 3, fig. III, will be nearly complete. Thus
allowing vegetable fuel engines to work with higher pressure at lower temperature
than coal steam engines can.
In order to withdraw the carbonized residue with the utmost facility, I construct
a cylindrical combustion chamber, a, with a moveable oblong centre bed-plate, t,
fig. I & III, so that by turning the said cylinder half round, the bed-plate, being
carried to the top side, is then & there exposed to the full pressure of the Generator;
wherewith it is forced down to the lowest side, driving before it the unsupported
carbonized residuum into the ashpit. The said carbonized residue can be rendered
available for future use, when necessary, by a mixture of hydro-carbons, nitre,
soda, &c.
By suitable combinations of toothed wheels, h, or cone surfaces and bands,
connecting the said cylindrical combustion chamber, a cylindrical feeding chambers, g,
fuel-feeder or meter, g¹, & motive crank shaft at i, fig. I, II, & III, I provide,-
jointly with the aid of Turbines actuating change wheels h¹¹, h¹¹-for the engine
to be self-fuel, air, & water, feeding; fuel & pressure regulating; & residuum
discharging. By these combinations I so adjust & regulate the successive feeds of
fuel that the air-supply may at all times be adequate for its perfect combustion ;
as feeds of fuel may be supplied at intervals of any required number of revolutions
of motive crank shaft, & so admit to the Generator the injection of the requisite
quantity of air from the air reservoir, d¹, fig. III, & also to the latter from the air
pump, fig. II and III; wherein it is compressed until in excess of Generator's
pressure. And as it is important to retain a full chamber of burning fuel, the
carbonized residue is prevented from untimely discharge by the connecting shafts, j,
between the cylindrical feeding & the cylindrical combustion chambers; fig. L
In the construction of the air reservoir, d', I employ by preference for Aërotransive
engines, a suitable cask strong enough to sustain a constant pressure of 500 lbs.
or more per square inch, & line it with any suitable air-proof fabric. The said
reservoir being pierced with two orifices, one of which receives the air-pipe fitted
with stop-cock, d, & valve, connecting it with the air pump, 71, & Generator; the
other orifice opening into a strong india rubber or other elastic bag du, capable of
withstanding an equal air pressure to that of the said cask; so that successive
pumpfuls of air may be injected into the Generator from the reservoir and elastic
bag under nearly uniform pressure, & thereby maintain the air supply requisite
for combustion, however varied the velocity of piston strokes may be.
For the purpose of disinfecting, purifying, and condensing the exhaust aëriform
matter, I connect the exhaust ports to the top end of Turbine crank shaft, 3, fig. III,
passing through, & working in, the slotted cross-head, k, between the feed air
cylinders or pumps, l, & connecting their pistons; the said pumps I cast with & on
top cover of disinfecting tank & condenser, m, fig III. The said cover also provides
the bearing whereon & wherein the Turbine crank shaft, 3, is suspended & revolves.
I also attach shoots n, to its radial arms for throwing over each outlet a spray of
the disinfecting & condensing fluid to facilitate both the condensation & purification

page_text: of the aqueous & other aeriform matter, leaving the purified permanent gases free
to escape into open air, at o. The power imparted to turbine 3, by the back
pressure of exhaust aëriform matter I employ to agitate the disinfectants, & also to
feed the air pump, b1 on Generator with air, which can be compressed into one-half
its volume or less in the first pumps 1, by the surplus power actuating turbine, 3,
within the condenser ; & deliver under such pressure to the second pump, l, wherein
it is further compressed one-half or more & delivered to third pump, 11, at a density
of four or more atmospheres. The turbine, 1, further compresses the air in 7¹¹ to a
density exceeding the working pressure of the Generator; & injects into combustion
chamber, for each & every stroke of motive pistons, a volume of air equal to their
cylinder's capacity, at a density of one or more atmospheres, to support combustion;
as herein before described. This arrangement permits smaller air compressing
cylinders to be used, & far greater compressive turbine power to be therein
employed, than could be done were one large air pump alone used. Moreover, by
the use of these Turbines, neither the fuel, air, or water injected can detract from
the Generator's motive power to pistons. For the weak exhaust gases compress
the weakest air, in the first pumps, l, on cover of condenser, m, from ordinary
pressure upwards; previous to its entering the second pump A, in which the air-
piston is actuated by the full force of the gases from combustion chamber on
Turbine, 2. Therefore this turbine & also turbine 1 derive their power from the
gases passing through them on their way to the motive pistons & exhausts ports.
The turbines 1 & 2 thus obtain motion from the highest pressure gases issuing from
their radial outlets (very similar to the manner of rockets in air): & which simply
exert a recoil pressure-magnified by leverage of radial arms, 311 & 3111; and their
surface of outlets proportional to the pressure of Generator on the injected air &
feed water; without annihilating the pressure of the gases in the least, or not more
than when steam issues from the pressure ports to pistons in ordinary engines.
To regulate the supply of air to the combustion chamber, & to utilise any surplus
power yielded by, or supply any deficiency thereof to, the turbines; I connect
turbine 1 to motive crank shaft by cogwheel h, & axle i; & by spur-wheel, h', the
turbine is disconnected when power is shut off from pistons.
To regulate the supply of feed water I employ float B, with its rod passing
through top of cylinder in which it floats. Through & near the end of spring rod
the water from condenser passes to plunger C. At high water mark this orifice
through rod will be raised so as to cut off the passage from condenser and admit air
to plunger until low water permits the float to sink & reopen water way. The
top rod enables float to be adjusted by spring, to the necessary weight for
overcoming friction of rod in stuffing box down to low water mark, & to exhibit
at all times the height of water in Generator. This float, for regulating the water
supply, is the more necessary because the engine will generally make several
revolutions before any steam is generated.
For the purpose of avoiding excess of weight in framing I attach to the flanges
of Generator inner end plates, p, carrying turn-cocks, e, & feet for fastening
to frame; & outer end plates, q, carrying & cast thereto the slide valve
boxes & cylinders; wherein the pistons actuate the connected mechanism in the
usual way.
Also to obtain efficient guiding surface for the motive pistons' crossheads, I cast
suitable upright frames q', with bearings for motive crank shaft, on covers of motive
cylinders. The said bearers are also farther conducive to attaining important
additional strength in the body, by affording central connection between the floor,
the wing beams, r, & roof aërotransive engine at r, rl.
I also construct the motive crank shaft with additional double cranks, 8, set
diametrically in one & the same plane, one half falling 45° from (i.e. midway
between) motive crank pins, & the other half diametrically opposite their fellows―
the wing pins, 8; & preferably united with the thinest discs competent to withstand
the strain of their respective pairs of wings thereby actuated; & so̟ allow their

page_text: respective couplings attached by one end to the said double crank wing-pins, to be
connected by the other end to-as near as may be the centre of slide frames, t.
Also the application of the said slide frames, t, fig. I & II, for attaining stability
in, & parallelity of motion transmitted thereto, from the motive crank shaft through
its couplings, & the uplifting force transmitted from wing crank shafts, u, through
their couplings: however varied the angled at which the wing crank shafts are
set. To the said slide frames I key bolts, t¹, so slotted that the key may draw the
attached swivels, t¹, to bring the wing crank shafts to one uniform angle. To the
said swivels the wing couplings are jointed & turn freely, thereby permitting
the direction of wing shafts, u, fig. I & II, & subsequent stroke of wing
surfaces to be altered to any required angle, whether in motion or at rest.
To the wing beams r, I fix slotted guide bearers v', cast to side plates, v, that the
aforesaid slide frames, t, may slide therein.. By this important arrangement the side
plates are firmly secured in position & the whole framing between each pair of
wings is thereby narrowed & strengthened, & saved much weight in the metalic
parts thereof. Thus producing the strongest & most powerful framing between
each pair of wings for sustaining the motive uplifting forces in direct line to
wing shaft axles. The said side plates also provide additional surface attachment
to the Aërotransive Engine frame in such convenient manner as to combine the
advantage of angle iron thereto; & the bosses cast thereon obtain thereby a firm
support of adequate strength & solidity, without excess of weight, for utilising the
available motive force & impulse of the air, during the active operation of these
forces on the wing surfaces; & thus enable the wing journals, w, to withstand the
excessive strain thereof more effectually. The said side plate bosses also provide
the necessary surface bearings in which the wing journals turn, so as to set the
wings at any required angle; & also further intervene between the inner flanges of
said journals & the encircling spring balance platforms, through which the axles
of wing shafts pass, & maintain the said wing-shafts and platforms securely in their
respective positions.
Also for the purposes of changing, setting, & firmly holding the wing journals at
any required angle I employ spanners, y, fastened to the inner end projection of the
said wing journals. The said spanners are jointed unto shafts, 2, fig. I, II, & III,
lying parallel on each side, & the latter connected by rope or catcut to drums on a
shaft gg, crossing body of engine; & to the said cross shaft I fix the wheel by which
the said spanners are controlled & held in the required position by a spring catch.
The shaft on each side screws into swivels at z, fixt to fore spanners so that the
fore wings may be set, & are so in fig. II,-together or separately at different
angles to the other wings for balancing, or wheeling in steering the engine when
necessary. All the other spanner swivels have smooth bosses as z¹, for the shafts'
bearings.
t
Also the application of cylindrical wing-journals, w, having inner end projections,
for entering the aforesaid setting spanners, & enlarged diameters, let flush into side
plates v, for securing them thereto; & also having open centres to allow the
couplings & connecting joints with wing crank shafts, u, to work freely therein.
Also further to provide the said wing cranks with axial bearings above journal's
centre at such suitable distances clear of engine's sides, as to permit the wings when
turned into the horizontal position to pass & work clear of the side, (as seen at fore
wings, a a, b b, in fig. II.) or to rest in that position, close to sides of body when
the engine has made its journey or is otherwise inactive; or is to be placed in
security under cover; & thus render detachment of wings unnecessary. The wing
journals are also further provided by their outer projections for carrying thereon
the encircling wing balance platforms, a, united & pinned thereto by wing shafts'
axle x, which by this union firmly secures both journal and platform together in
position in the side plate bearings; as hereinbefore described.
Also the application of the wing balance platforms a, whereby the wing shafts
together with their independent spring balancers may be. turned & held in any

page_text: required position: & providing the said platforms with, & casting thereto, suitable
cylinders of sufficient height & strength to serve for spring boxes; to which I attach
screw-caps carrying upright forked bearers; wherein the drum axles a a, turn by
the action of the wings. To the inner part & smaller diameter of these axles the
catguts connecting them to the top of spring rods are secured & coiled; & to the
outer & enlarged part or drums are coiled the belts connecting the said drums to
the spurs, bb, on the semicircular projections on wing crank shafts; so that the
powerful short actions of the springs & the greater length of rise & fall needed by
the wings are compensated by little weight.
Also the application of spiral coiled springs resting on piston nuts, cc, into
which the threaded spring rods can be screwed so far as may be required to lift
the springs sufficiently forcible against the caps to balance the wings in the most
efficient position. To the rodheads are screwed the caps through which the
catguts, connecting the drum-axles, enter & are fastened.
Also the application of obtuse angled crank shafts, u, so set as to deliver five-
seventh of each perpendicular & each oblique stroke above its horizon. On these
shafts I form semicircular projections to carry spurs, b, b, whereon I fasten the
connecting belts for transmitting the action of the spring balancers to the wing
surfaces; as hereinbefore described. I also further employ the said setnicircular
projections to provide a base for the wing shoulder frames, d. d, fig. II, & V, on
which they may be both seated & free to move partly around the shafts passing
through their sockets; & secured in position to the said shafts by screws or keys.
I also therewith further provide the check base, or stop, e², to the wing shoulder
frames when making the down or forward strokes; & I likewise also provide the
said semicircular projections with screw-pins, es, for the purpose of adjusting the
wing shoulder frames at the most effective angle for feathering their surfaces when
making the up or back strokes.
Also the application of the wing shoulder frames,, d d, formed with projecting
segments of about 165° around their sockets, ea, for opposing adequate surface to
the semicular projections on the obtuse angled crank shafts, u; as herein before
described. The nature & utility of this segmental projection is in that it permits
the wing surface to have an involuntary movement for ensuring the feathering of
its surface in the up or back strokes, & adjustable to the most effective angle by the
screw-pin before described; so that during the interval of making the up stroke, the
resisting air is caused to impinge on the surface at such an obtuse angle that its
whole influence shall press the wing surface forward & upward, & thereby fully
utilise the up or back strokes to give forward impetus to the engine. Also forming
the said wing shoulder frames in such manner as shall permit the fore spars or canes,
forming the anterior margins, to occupy a plane lying between the central & aft
spars or canes. The said spars to be of any tough material, though preferably of
lance wood, American elm, or similar woods. Of such materials, I employ for the
construction of the wing surface frames three tapering lengths, of suitable proportions
to such lengths & also to the intended breadth of wing surface, which the law of
economy in the application of power determines;-i.e. a variable length to
(apparently in natural Transiters), four times the radius of circle equal in area to
wing surface:& firmly secure such lengths in the mortices in the wing shoulder
metalic frames, d d, Also by cross bands, or ribs, of like or more flexible material
as whale bone, sheet spring brass, &c.;-fixed to the said lengths & overlapping
the aft rod or cane, to a distance of about th (more or less) of the breadth of wing;
& also riveting or otherwise fastening a thin, wide, highly elastic piece of sheet
spring brass or steel to the metalic shoulder frame at e e, I form an elastic posterior
margin of the highest importance & utility for increasing forward impulse, by
offering a greater inclined abutting surface, e c¹, e el, fig. V & VI, to the receding
air during the up & down strokes. By top & under stays jointed to central spars
& connected by cordage to shoulder stays or cross-trees, d d, I secure & strengthen
the wings' surfaces in the most effective form; & cover the said frames with
fine canvas varnished; india rubber sheeting; or other suitable fabrics,

page_text: To obtain the required essential form of the wing shoulder frames, dd, I employ
a segmental surface occupying 90°, & place the shaft-socket at the angle formed by
a perpendicular line cutting the arc at 60° from its extreme point, & intersected by
the horizontal line therefrom. The fore spar I place 30° from & on fore side of the
perpendicular; the central spar I place on perpendicular, & the aft spar at the
extreme end 60° therefrom. This arrangement, as will be seen in section at d d,
fig. V & VI, will cause the fore spar to lie in a plane below the central spar,
& considerably above the aft spar; as hereinbefore described. By the segmental
surface so formed the air will be twice as much retarded by the aft part of the wing
surface as by the fore part, & in consequence will receive an oblique forward direction
from a perpendicular down stroke. If now, however, slightly, we incline the fore
spar upwards, & with it the wing's anterior surface, we must decidedly increase the
obliquity of direction of air motion. By this act of downward pressure, by the
segmental wing surface, the air in contact therewith is wholly pressed forward
obliquely; & the underlying & external body of air resisting forward progress causes
the antagonistic particles to force each other upwards & forwards, until they form
so dense a crest that the air wave rolls over; carrying forward with it the down
driving wing surface & body also. This I find from experience with a two paired
winged apparatus, each pair measuring 26ft. from tip to tip & worked by manual
power, to prove a supporting & propelling (or rather drawing forward)' element in
air motion. At the commencement of the return up or back stroke the wing surface
involuntarily changes its angle; i.e. the weight of air on its back surface becoming
heavier than the air pressure below can support, the aft wing surface falls & the
fore margin rises till checked by wing shaft adjustment screw-pin. The wing surface
is then efficiently feathered, & the air resisting its upward course is received on its
obtuse angled surface, so that the whole resisting influence of such air presses
forward the wing surface, & is thus thoroughly utilised for impelling the engine
forward. No necessity exists for evading this available & most valuable impelling
force; which so many attempt to do and try to render useless & inoperative!
The wing surfaces & body are represented in fig. VI, & VII, on a reduced scale.
The posterior margin represents the portion of elastic surface capable of occupying
the positions as seen in fig. V; so highly conducive to, & most essential in
augmenting forward motion.
For the purpose of internally strengthening the body of engine, in addition to
the connection between the floor & roof, as herein before described. I place cross
rails with their ends jointed to the sides of body at e¹, fig. I; & their tenons keyed
into corresponding mortices in the frame supporting the Generator; so that the
cross rails may be unkeyed & opened to allow a free passage along the side when
at rest, & keyed into position thereto before rising in order to increase its stability.
I also employ the said cross rails for attaching thereto, & supporting the seats
for passengers; which I so place that passengers may occupy alternate seats on
each side without disturbing the balance; & also to confine the width of engine
to the narrowest limits possible: & thereby ensure the greatest strength without
excess of weight. All the framing I construct of the most suitable wood, so curved,
strutted & braced, as to give the greatest rigidity & firmness, & therefore preferably
with segmental ends to an oblong body. The intervening spaces I fill with split
canes woven in the usual way, or with osiers wattled, as in fine baskets; leaving
spaces for windows & entrance door, so that the body may be securely closed during
transition. The upper part I cover with light water-proof fabric; & the lower part
to an adequate depth for floatage I make water-tight; like house boats, so that the
body may rest on water when necessary, or desirable to hold communication with
ships at sea.
Also for the purpose of guiding or steering the body I employ a light elongated
surface, ff, as rudder, attached to the upper part, or the whole length if preferred,
of its fore end & fasten a tiller-rope therefrom to the loose wheel near that on cross-
shaft, gg, for setting the wings, so that all handled parts may be placed within
easy reach of the attendant.

page_text: nature of my
छाप
the
Having now particularly described & ascertained
invention, and in what manner the same is to be performed, I declare that what
I claim is,
1. The appropriation of Palm oil nuts, & other like constituted nuts and seeds
or vegetable hydro-carbonous products; or hydro-nitrate composts; to & for the
purposes of obtaining a continuous & very energetic Aëro-transive Motor, which―
power for power can be utilised by the least voluminous & least weighty
Generator or cylindrical casting,-a, e, l, p, fig. III;-which provides suitable
chambers, passages, outlets & bearings, for the various purposes hereinafter referred
to, & as herein before set forth & specified.
2. The appropriation of Turbines, actuated by the gases from combustion
chamber a, fig. I, for the purpose of supplying direct compressed air & water, to the
aforesaid Generators; and (by change wheels, cranke, & rods, connecting fuel feeder
or meter & cylindrical feeding & combustion chambers) also to feed in fuelling,
discharge the residuum thereof; &, when connected with motive crank shaft at h,
fig. III, to also regulate the air supply for combustion to any required number of
revolutions:-as herein before set forth & specified.
3. The adaptation of an eccentric, toothed rack, & fall gear, A, fig. III, actuated
by lift of safety valve, by which the meter, g¹, is partly closed, & the fuel feed
& pressure proportionally reduced; so that the pressure in Generator may
never dangerously exceed its load on safety valve; substantially as set forth
& specified.
4. The application of bevelled side plates, a¹¹, in combustion chamber to conduct
the fuel from feeding chamber to moveable bed-plate, f, & as lining to shield the
tubes from the falling fuel; & narrow or contract the passages to said tubes on
each side, that the distilled products of fuel & air supplied shall be intimately.
mixed for promoting perfect combustion: as herein before set forth and described.
5. The special adaptation & construction of a cylindrical combustion chamber,
fitted with a moveable bed-plate, either solid or in parts for packing between, if
necessary; so that when said chamber is filled with residuum, & turned half round,
the said bed-plate shall be forced down & push out such residue by the internal
pressure of the Generator; fitted also with plug & orifice in its axis, through which
charges of ignited fuel can be admitted when required; & also further fitted with
cogs for gearing into toothed segment on connecting shaft, j, when actuated
thereby as herein before set forth and specified.
6. The application of cylindrical double feeding chambers, g, for delivering
charges of fuel to combustion chamber; and to actuate at fixed intervals (through
change wheels), the fuel feeder or meter, & cylindrical combustion chamber, for
the purposes of increasing or decreasing the rate of air supply, charging in fuelling
& discharging the residue thereof: as herein before set forth & described.
7. The application of a combination cask with an elastic bag, as a powerfull
air reservoir, from which the compressed air can be forced through the air passages
into the combustion chamber when, & as, required: as herein before specified.
8. The appropriation of Turbine, 3, with shoots, n, for spraying the fluid, & to
facilitate disinfection, purification, & condensation of exhaust aëriform matter in
condenser; & also for delivering compressed air, in its first stage, to a superior
compressing cylinder, 1, wherein the air-piston is actuated by Turbine 2: as herein
before described.
9. The adaptation of float B, to the purposes of regulating the water-feed
& exhibiting at all times its height in the Generator: substantially as specified.
10. The utilisation of Motive Pistous' guide frames, q¹, as bearers to crank
shaft; & for obtaining important connection between floor, wing beams, & roof: as
specified herein before.
11. The application of double crank discs, s, united to a motive crank shaft,
having their crank pins set diametrically to each; so that the stroke of all tho
wings may be made together in the same direction; & the discs to be as thin as

page_text: consistent with adequate strength, that straight couplings may be employed
& attached as central as possible to slide frames, t; as set forth & specified.
12. The application & construction of slide frame, t, carrying bolt, t¹,
& swivel, t, for allowing the wings to be freely turned & set to any angle:
substantially as set forth & specified.
13. The construction & special device of slide plate bosses, for furnishing bearers
to slide frames, t, also for carrying the wing journals, w; spring balance plat-
forms, ; & interposing between the wings a firm & substantial fulcrum for
sustaining the whole strain of the operative forces between each pair; & also
affording the advantage of angle iron to the frame of engine; substantially as
herein before set forth & specified.
14. The adaptation of semicircular spanners, y, to the wing journals, & their
union by swivels, 21, to side rods 2, for setting & retaining the wings at the
requisite angle; the fore-ends of the said rods carrying screw-threads for entering
the threaded swivels at z, fig. II & III, attached to fore wings, spanners; so that
the angle of the said fore wings may be varied as required independently of the
other wings; as herein before described.
15. The construction & device of strong cylindrical wing journals, through
the centres of which the couplings between the slide frames, t, & wing-shafts, u,
work; & their outer ends--above the centre-bored for receiving wing shaft-axles;
& securing thereto the encircling spring balance platforms, x. This important
device enables the wings to be carried away to any convenient distance from the
engine sides; that they may be freely turned to any angle; work clear of its sides;
or be closed when inactive without detachment: substantially as, & for the purposes
set forth & herein before specified.
16. The construction & device of the wing spring balance platforms, x;
adjustable to balance the wingsurfaces in the most efficient position; to turn with
them to any angle; & carry the necessary bearers for drum & spring axles, to
which are attached the catguts & belts for transmitting the action of the springs
to the wing shafts; substantially as, & for the purposes herein before set forth
& specified.
17. The application & device of obtuse angled crank wingshafts, with semi-
circular projections, spurs, & adjustment screws: substantially as specified.
18. The application & special device of the segmental wing shoulder frames
occupying about 90°; with segmental projections of about 165° around their shaft
sockets; mortices for receiving spar tenons; socket for shoulder stays, or cross-
trees; whereunto the cords for strengthening the wing surfaces by their middle
stays are fastened; & the very essential attachinent of thin sheet spring brass or
steel to the under surface of the posterior margin of said wing shoulder frames, for
the attainment of an highly elastic posterior margin throughout the entire length of
wing surface; which plays so important service in propulsion during the active
operation of each stroke: illustrated by fig. V, VI, & VII; substantially as herein
before set forth and described.
Finally. I claim the combination of the several constructive devices constituting
an Aërotransive engine as herein before set forth & specified.
Dated this 23rd day of September 1884.
WILLIAM QUARTERMAIN.