IMPROVEMENTS IN AND RELATING TO PROVISIONAL SPECIFICATION
Year: 1881

page_text: LETTERS PATENT to Albert Livingstone Blackman, of Nashville, Tennessee,
United States of America, now of 8, Southampton Buildings, London,
Gentleman, for an Invention of "IMPROVEMENTS IN AND RELATING TO
PROVISIONAL SPECIFICATION left by the said Albert Livingstone Blackman
at the Office of the Commissioners of Patents on the 24th August 1881.
ALBERT LIVINGSTONE BLACKMAN, of Nashville, Tennessee, United States of
America, now of 8, Southampton Buildings, London, Gentleman. "IMPROVEMENTS
IN AND RELATING TO VESSELS AND MACHINERY FOR AERIAL NAVIGATION."
My Invention relates to improvements in vessels for aerial navigation, and to
machinery for use in the same, and it comprises various novel features of construction
and arrangement hereinafter described. I construct such vessels with a light metal
frame enclosed within a flexible envelope of steel or other thin metal, silk, linen,
canvas, or other suitable material, which can be made impervious to gas, and fire
and water-proof, by paint, gum, varnish, or the like. I also divide the vessel into
a space for containing gas (which I term a gas-field), and a hull by partitions or
walls of metal or other material made impervious to gas, and fire and water-proof,
and I divide the hull into cabins, engine and machinery rooms, freight and store.
rooms. I arrange in the hull of the vessel, at such points as will best ballast the
same, the engines, boilers, coal bunkers, water tanks, gas condensers, gas-receivers,
and gas-reservoirs and air-compressors, as also dynamo electric machines and other
machinery. I brace, stay, and truss the frame of the ship or vessel in such a manner
that while it adds but slightly to the weight it is very strong. I arrange at the
exterior of the sides of the ship one, two, or more propeller screws at each side, carried
by revolving cylinder shafts protruding from the inside of the vessel for raising,
lowering, and propelling the same. I also provide aft of the vessel a steering and
propelling screw, set in a revolving cylinder shaft extending out rearward from
within the vessel, and there may be a steering screw forward carried in a revolving.
cylinder shaft projecting from within the vessel. All of these shafts and propeller
screws are actuated by propulsive machinery arranged within the said vessel.
It is very desirable that the said flexible envelope should be capable of free
'

page_text: expansion and contraction, so that the gas neid may be ready inuated or
emptied.
For this purpose I provide the said flexible envelope along the lower portions of
the sides, as well as on each side of the top longitudinal chord and girder, a novel
and peculiar joint formed of metal and india-rubber or other suitable packing
combined.
In carrying the said Invention into practice I construct the aforesaid metal
frame, preferably of steel tubes approximately in the form of a shuttle, or a cylinder
with conical or taper ends, or of other suitable shape. This frame is constructed
with a top longitudinal chord or girder (which I term a dome-ridge, and which is
secured at its extremities to the ends or nodes of the vessel), and with other
longitudinal and other outline shaping chords or girders, gunwale chords, cross
braces or girders, floor supporting girders, and stanchions, all properly arranged to
give and maintain the required configuration of the vessel, and all strongly secured
to each other.
In cylindrical vessels I arrange a longitudinal bracing chord secured by the ends
to the keelson fore and aft, which chord forms the support of the cabin floor and
of the ceiling of the engine, freight, and store rooms below. I prefer that the floor
should be formed of wire netting.
In the envelope in the line of the cabin and other compartments of the vessel,
windows, doors, ventilators, and pipes are arranged for convenience of ingress, egress,
and lighting and ventilating the vessel. I also provide apertures for the passage of
anchor cables, and journal bearings are secured in the envelope, through and in
which the revolving cylinders pass and revolve.
I also provide the vessel with a chimney, with a fire proof and gas tight wall or
casing extending up from the hull through the gas field, and I connect the living
apartments with the outer air by waste pipes provided with automatic valves. I
so construct the doors and windows that they can be made air-tight, so that the
air within such compartments may by the action of the said air compressors be.
compressed, and thereby kept fit for use in high altitudes.
The line of the aforesaid joints or hinges for permitting the free expansion and
contraction or opening and closing of the envelope are arranged on the line of the
gunwales and on either side of the dome-ridge. The said hinges consist of metal
pieces made gas tight by india-rubber or other packing. These hinges are only
ranged along the body proper of the vessel. When the gas field is being inflated
or is collapsing the parts of the envelope united by these hinges will open or close
thereon, and there will be no strain on the metal or other material of which the
envelope is formed tending to crack or otherwise injure the same.
Within the vessel at the base of the gas-field and surrounding the passage ways,
and at the end of the cabin and other living and business compartments, is a fire-
proof and gas tight wall or partition for separating the gas-field from such compart
ments. The portion of the ship below this partition is divided into the aforesaid
cabins, engine rooms, freight and store rooms, and other spaces, and contains the
motor-engines, gas generators, gas-condensers, air-compressers, coal-bunkers, water
tanks, other machinery, and apparatus, as hereinafter specified.
.
The gas field of the vessel is either separated into sections occupying the entire
diameter of the vessel by gas-tight transverse partitions at intervals from stem to
stern, or into longitudinal sections by silk, linen, canvas, or thin metal made air
and gas-tight and fire-proof by paint, varnish, or otherwise, and sub-divided into
compartments or chambers by partitions, also made gas tight. The whole is
secured to the several chords, girders, and other parts of the framing. The gas
chambers or sections are provided with induction and eduction pipes connected
with the chambers, and also with the gas generators, gas-condensers, retorts,
reservoirs, and air compressors, and such pipes are supplied with automatic and
manual valves and stop cocks, also with relief or safety valves to allow the escape
of gas when the same is under too great pressure.
The side propeller screws are of great propulsive power, and constructed of very

page_text: light material; they are arranged opposite each other at the sides of the vessel, and
actuated from the inside thereof for raising, lowering, and propelling the said
vessel.
I construct these propellers as follows:-Each screw or propeller is made of very
light material, but sufficiently stiff to retain the proper form. It has four or more
arms or blades secured to a hub provided with or fixed on a shaft, which has two
journals whereby it is supported in bearings in the outer end of a revolving
cylinder or tube. The said shaft carries between the two journals either a belt,
pulley, or a mitre wheel for revolving it on the axis. The said revolving cylinder
passes through and revolves in bearings secured in the side of the vessel and within
the vessel. Within the vessel the said cylinder is provided with mitre gear for
revolving the cylinder in its bearings; it is also provided with a device for
automatically operating the cylinder by a pendulum, as hereinafter described.
When the propeller screw is actuated by a belt extending through the said cylinder,
loose pulleys or idlers are arranged thereon to prevent friction, but I prefer an
arrangement whereby the propeller screw is actuated by a revolving shaft enclosed
within the said cylinder, and carrying a mitre wheel geared with the wheel on the
screw shaft carried in the outer end of the cylinder, and also carrying a mitre
wheel geared with an actuating wheel on the main shaft within the vessel. The
normal plane of movement of each of the side propellers is at right angles to the
axis of its revolving cylinder, and by turning the said cylinder in its bearings the
propeller or screw is made to work in any direction without impeding or inter-
fering with the propulsion of the vessel. The said sido screws are designed to
operate for propelling, elevating, or lowering the said vessel.
When a forward screw is used it may be constructed and operated in the same
manner as the side screws, and its position may be changed in any direction for
steering purposes. The normal position of the screw is at right angles to the axis
of the cylinder; the machinery for changing its direction will be hereinafter more
fully described. The forward screw if used is designed principally for steering.
The aft screw is connected to the revolving cylinder by novel mechanism for
changing its position, as follows, that is to say:-
The said screw has its bearing in a sleeve or boxing on a revolving frame secured
either between an upper and lower circular jaw, or imbedded in a recessed loop
formed or fixed on the extremity of the after revolving cylinder; the screw shaft
has a universal joint at the centre of the circular frame, by means of which joint
the screw may be adjusted to work with unimpaired freedom at any angle to the
axis of the cylinder or the line of the vessel's flight, and by revolving the cylinder
in its bearings the said screw is made to thrust upward, downward, or in any other
direction.
The revolving cylinder shaft is secured and works in bracket bearings outside
of the shell, a boxing being fitted in the shell and bearings within the hull. On
the end of the cylinder within the vessel is secured the mitre wheel for mechanically
adjusting or revolving the said shaft.
I may use either of two arrangements of apparatus for the rear revolving
cylinders.
According to one arrangement, within the cylinder two revolving shafts are
journalled in suitable bearings therein. One of these shafts is the main actuating
shaft and passes through the centre of the cylinder and through a slot in the side
of the aforesaid frame, terminating in the said universal joint which connects it
with the shaft of the after screw. The other shaft passes through the cylinder
near one side where it is journalled in suitable bearings, carrying at its outer end a
toothed wheel gearing with a series of teeth on the revolving frame, and carrying
near its inner end a pinion, the latter passes through a slut in the side of the
cylinder and gears with a hoop or ring, toothed on its inner edge and provided on
its outer edge or periphery with teeth over which passes a chain from a toothed
or toggle wheel or pulley. This cylinder at its outer end terminates in the upper
and lower circular jaw for receiving and supporting the circular or hoop shaped

page_text: frame, which is provided as above described with a journal sleeve at one side for
carrying the shift of the after screw, and is slotted at the opposite side to permit
the free passage and action of the jointed shaft.
In the other arrangement the revolving cylinder has but one shaft, that is to
say, a shaft which is connected with the inain revolving propelling shaft of the
vessel, and which passing through this cylinder acts through the said universal joint
in the centre of the circular revolving frame or ring and revolves the after propelling
screw. On the inner end of this cylinder there is secured a bevel or mitre wheel
which gears with a mitre wheel for mechanically revolving the cylinder on its
axis. The outer end of this cylinder terminates in a loop having a groove or
channel in its periphery and a recess within the arms of said loop as a seat for the
revolving frame or ring. This frame has teeth on one side of its periphery and is
provided with the sleeve or journal bearing in which the after screw axle revolves.
A sliding collar or muff having two branching arms forming a loop or yoke is
arranged and works on the outer end of the cylinder, the said yoke being fitted in
the groove or channel in the periphery of the loop. The inner edge of one of the
arms is provided with teeth for gearing with teeth on the said frame for revolving
the same in its bearings and changing the position of the after screw, as and for
the purpose above described.
The revolving frame is fitted in the recess in the centre of the loop as above
described on the outer end of the revolving cylinder, upon which is secured the
sliding muff or collar, the branching yoke of which is adjusted in the channels in
the loop. The after propeller wheel is then mounted, its shaft being secured in
the journal bearing on the revolving frame and connected by the universal joint
to the main propelling shaft as above described. To change the position of this
screw and make it travel at any desired angle to its normal position, it is only
necessary to move a hand lever which actuates a rod connected to the sliding
collar and branching yoke geared with the said revolving frame.
The aforesaid revolving cylinders pass as above described through bearings in
the shell to the interior of the hull of the vessel, where they are secured in journal
bearings at their inner ends they are geared by bevel wheels with revolving
shafts, mounted in suitable bearings within the vessel, and arranged for either
separately or simultaneously revolving the said cylinders on their axes and thus
changing the position of the several propeller screws. In vessels provided with but
one propeller screw at the side I prefer to use toggle wheels and chains instead of
the mitre wheels on the said cylinders for mechanically revolving them on their
axes. To maintain the horizontal position of the vessel I provide the same with
an automatic governor, consisting of a pendulum which is so arranged as to act on
the slightest deviation of the vessel from a horizontal line, and is connected with
the cylinders of the side propellers as follows, that is to say:-The pendulum shaft is
supported with a capability of free vibration in suitable bearings at about the centre
of the vessel and has fixed on it lever arms, one of which may be extended to carry
the pendulum weight. These arms are arranged opposite to each other on the said
shaft, and each arm is connected to one of the screw-cylinders by means of the
following devices, viz. :-On each cylinder I fix a collar whereon is fitted a loose
ring capable of turning on the said collar. The said ring is constructed with an arm
which carries a spring, pin, or pawl, whose spring or a weight tends to force the pawl
towards the collar. The latter is provided with a series of notches with which the
pawl engages (except when held up for a purpose hereinafter explained) and thus the
said ring is made fast to and turns with the said cylinder. The arm of each of the
said rings is connected by a rod to one of the opposite arms of the pendulum shaft.
And when by the deviation of the vessel from a horizontal line the pendulum moves
in either direction it will by means of the above described connections turn the
screws in opposite directions and thereby check the vessel's deviation or bring back
the said vessel to a level keel. I prefer to provide the said shaft with two pendulum
weights. The said pawls are disengaged from the collars when it is desired to
adjust the cylinders independently of the governor.

page_text: .
The motor engines must be made strong and light. The power therefrom is
communicated to the several propeller screws and other machinery through a cone
shaped drum and suitable belts, or by means of shafts and bevel gear wheels.
I may adopt the arrangement wherein the side screws are actuated by pulleys
and belts, or that in which they are actuated by revolving shafts and bevel
wheels.
In the former the sleeve or the shaft is divided into sections and serves as an
axle for double pulley wheels, which rest against shoulders and are held in place
when in use by a sliding grip clutch manipulated by a lever adjusted to the main
shaft. The sleeve also serves as an axle for driving pulley wheels, which are also
secured in position by a friction shoulder and grip clutch, and are manipulated by
levers secured on the main shaft. The double pulley wheels on this shaft are
arranged in pairs between and directly in a line with the mouths of the opposito
cylinders, and from these pulley wheels the endless belts pass through the said
cylinders for imparting motion from the main shaft to the side raising, lowering,
and propelling screws. The after screw is revolved by the direct action of the shaft
passing through the cylinder to the universal joint as above described. Shafts
secured in journal bearings and provided with bevel wheels at their ends geared
with the cylinders, are connected to a hand wheel by a gear wheel and a shaft, on
which is secured a toggle wheel or chain pulley. The latter carries the endless chain
belt for revolving one of the shafts in the after cylinder for changing the direction of
the after screw, the other gear connections at the same time revolving the said
cylinders. This gear arrangement is constructed to be thrown into or out of gear,
so that one or more of the cylinders may be revolved at the will of the engineer.
If the arrangement for actuating the side screws by the shafts and bevel wheels
is adopted, the main shaft has a crank or cranks through which it is actunted by
the engines. The said shaft extends longitudinally along the centre of the vessel.
It is formed in lengths and sections, united by clutches adjustable by hand levers,
and is provided with mitre wheels arranged in combination with sliding clutches,
whereby the said wheels can be adjusted into and out of gear with the shafts of
the side propellers. To afford free play to these parts and avoid accidents the two
opposite cylinders of the side screws are arranged slightly out of line with each
other. The revolving shaft of each side propeller passes through and is journalled in
the revolving cylinder, carrying at its outer end a mitre wheel which gears with and
actuates the mitre gear wheel secured on the shaft of the said side propeller, which
thus derives motion from the said main driving shaft. The said main shaft also has
a clutch connection with the shaft in the aft revolving cylinder, and thereby
revolves the after screw. When a forward screw is used the said main shaft is in
like manner connected with the shaft of its revolving cylinders for actuating the
said former screw.
Auxiliary shafts mounted in journal bearings are arranged longitudinally in the
vessel between the side revolving cylinders on each side of the vessel, and are
geared with the mitre wheels on the inner end of the said revolving cylinders for
revolving or adjusting the latter in their bearings. These auxiliary shafts are also
geared by mitre wheels with a transverse shaft journalled in suitable bearings; on
one end of this transverse shaft is secured a hand wheel for controlling and
manipulating this machinery. This transverse shaft is also geared by mitre wheels
with a short shaft which gears by intermediate wheels with the mitre wheel on the
inner end of the after screw cylinder. Hand levers and clutches are provided for
throwing some of the mitre gear wheels into and out of gear with the other mitre
gear wheels on these shafts, so that the screw propeller cylinders may be revolved
simultaneously or otherwise, and the direction of the screws may be changed so that
they work upward, downward, forward, or backward, or in any other direction at
the will of the engineer.
On one of the shafts are wheels by which the winches for handling the anchors
are operated and for operatig dynamo-electric machines.

page_text: The said dynamo electric machines generate electricity for lighting the vessel or
for other purposes.
The cabin extends transversely from side to side of the vessel where it is
provided with look-out galleries, windows, doors, and other means for exit and
entrance as well as for ventilation. This cabin may be divided into state rooms,
saloons, offices, and the like. Extending under the gas field in the centre to a
point forward and rearward are two passages for communicating with the several
gas compartments, pipes, and forward and after screws. The interior of the hall
is divided into decks, as in other vessels, and on the lower deck I arrange my
engines, boilers, gas-condensers, gas-reservoirs, gas-generators, air compressors,
dynamo-electric machines, winches, reels, as well as the coal bunkers and water-
tanks. The other compartments within the vessel's hull I set apart for freight or
other purposes.

page_text: SPECIFICATION in pursuance of the conditions of the Letters Patent, and
of an Order of the Lord Chancellor, filed by the said Albert Livingstone
Blackman in the Great Seal Patent Office on the 13th March 1882.
ALBERT LIVINGSTONE BLACKMAN, of Nashville, Tennessee, United States of
America, now of 8, Southampton Buildings, London, Gentleman. "IMPROVEMENTS
IN AND RELATING TO VESSELS AND MACHINERY FOR AERIAL NAVIGATION.”
My Invention relates to vessels for aerial navigation and to machinery and
apparatus for use in the same, and consists in various improvements as hereinafter
described.
According to the said Invention I construct a vessel on a light metal frame in
the form of a shuttle or a cylinder with conical ends, or of any other suitable form,
the whole being substantially secured at its several intersections, and enclosed within
an envelope or cover of thin steel or other metal, silk, linen, canvas, or other
suitable material which is of sufficient tensile strength to sustain the strain, and
which can be made impervious to gas, and fire and waterproof. The said vessel is
divided into a compartment or space for containing gas, which I term the gas-field,
and a hull, by partitions or walls of metal or other material made impervious to
gas, and fire and waterproof. The gas-field is divided into sections or com-
partments by transverse bulk-heads of metal or other gas-tight material, and the
hull is divided into portions to form cabins, and engine, machinery, freight, and
store rooms. I connect each gas-compartment with gas-generators, gas-condensers,
and gas-reservoirs arranged within the vessel. I arrange in the hull of the vessel
at such points as will best conduce to ballast the same, the engine, boilers, coal-
bunkers, water- tanks, the gas-condensers, gas-receivers, gas- reservoirs, air-
compressors, and other machinery or apparatus; I brace, stay, and truss the frame
of the vessel or ship in such a manner that while the said frame adds but slightly
to the weight it will give great strength to the said vessel. I provide the vessel
or ship with one, two, or more propeller-screws at each side, a steering and
propelling screw aft, and, in some instances, with a steering screw forward. I also
provide the vessel with machinery for simultaneously changing the direction of the
propellers, or any of them, at the will of the engineer. And I also provide the vessel
with a governor for automatically adjusting the propellers to keep the vessel on a
level keel, all as hereinafter set forth.
The said Invention is illustrated in the accompanying Drawings, in which
Figure 1 is a side elevation of one form of my aerial vessel or ship provided
with a single propeller-screw on each side, and an adjustable raising, lowering,
steering, and propelling screw aft.
Figure 2 is a transverse section of the same showing the side screws in position
for propelling the said vessel.
Figure 3 is a horizontal section of the same.
Figure 4 is a plan of machinery for actuating a single propeller-screw at each
side of the vessel, and a propelling and steering screw aft
Figure 5 is a longitudinal section drawn to an enlarged scale of the after
propeller-shaft and its adjuncts.
Figure 6 is a transverse section of the said shaft showing the same provided with
chain-gearing.
Figure 7 is a longitudinal section taken on a plane at a right angles to that of
Figure 5.
Figure 8 is a transverse section on the line 1, 1, Figure 7.
Figure 9 is a view taken aft of the line 2. 2. the propeller being removed.

page_text: Figure 10 is a plan of the machinery for reversing and actuating the propeller-
screws when the vessel is provided with two screws at each side, and with fore
and aft steering and propelling screws.
Figure 11 is a side elevation of a shuttle-shaped aerial ship or vessel carrying
two propellers at each side and a propeller aft.
Figure 12 is a horizontal section of the same shewing the arrangement of the
propelling machinery.
Figure 13 is a side elevation of a similar vessel carrying an additional propeller
forward.
Figure 14 is a horizontal section of the same shewing the arrangement of the
propelling machinery.
Figure 15 is a transverse section of the said vessel.
Figure 16 is a horizontal section of a portion of the hull of a vessel rounded at
the stern for carrying twin screws or propellers.
Figure 17 is a vertical longitudinal section of a similar vessel showing the
transverse partitions dividing the gas-field into sections.
Figure 18 is a side elevation of an aerial vessel in the form of a cylinder termi-
nating in a sharp gradually tapered cons forward, and an abrupt cylindrical
cone aft, shewing two propeller-screws on the side and a shifting propelling and
steering screw aft.
Figure 19 is a longitudinal vertical section, and
Figure 20 is a horizontal section of the same.
Figure 21 is a plan shewing the arrangement of the cabin and fore and aft
passage ways hereinafter described.
Figure 22 is a transverse section on the line 3, 3, Figure 18.
Figure 23 is a transverse section of the vessel through the engine-room and
shewing the smoke-stack, cross-girders, bracings, and side screws.
Figure 24 is a sectional elevation of a portion of the vessel provided with a
packed hinge or joint used for connecting the various parts of the envelope or
cover as hereinafter described.
Figure 25 is a side elevation of the same.
Figure 20 is a transverse section of the said packed hinge enlarged and secured
to a cross girder, and with the envelope secured thereto.
Figure 27 is a side elevation of a portion of the metal envelope or cover of the
said vessel shewing the said hinge and the outer net.
Figure 28 is a transverse section of the vessel shewing the floors of the cabin,
engine, and store-room, decks, and the look-out galleries extending outward from
the cabin.
Figure 29 is a plan of a portion of the vessel seen from the bottom, and shewing
the said look-out galleries.
Figure 30 is a plan of the machinery comprising the main shaft, transverse
shafts, gearing, revolving cylinders, side and after propelling screws, and also
the machinery for simultaneously reversing the several screws and for changing
the direction of the after screw. It also shews the governor hereinafter described.
Figures 31 and 32 are longitudinal sectional views shewing the after propeller
and apparatus for changing or adjusting the same to work at any desired angle to
the axis of the shaft or the line of the vessel's flight, and
Figure 33 is a side view illustrating a modification of the said apparatus.
Figure 34 is a side view, partly in section, shewing the governor for automatically
adjusting the propeller-screws to keep the vessel on an even keel.
Figures 28 to 34 are drawn to a larger scale than Figures 18 to 22.
Like letters indicate the same parts throughout the Drawings.
My vessel or ship has a substantial well built metal frame, preferably of steel
tubes in the form of a shuttle or a cylinder, with inclined ends as shewn in Figures
18, 19, and 20, or in any other suitable form.
The top chord or dome ridge a secured by the ends at the nodes a¹, a², fore and
aft, and passing over from stem to stem, forms the main upper support of the

page_text: vessel. The chord or keelson b secured by its ends at the nodes a³, a³, and passing
down under and vertically below the chord a, forms the main lower support of the
vessel. These two chords determine to a great extent the form or configuration of
the said vessel. The chord c secured by its ends in the nodes a', a³, and passing
longitudinally through the centre of the vessel from stem to stern, forms the main
longitudinal bracing support of the vessel.
The gunwale chords d, d', secured by the ends at the nodes a', a³, and passing
horizontally along the sides on a plane with the chord c from stem to stern
determine the lateral outline or configuration of the vessel. The chords a, b, c,
and d, d¹ are all secured together at the nodes a', a², fore and aft. In cylindrical
vessels the chords a, b, and d, d', are identical in form, while in vessels of
other sectional forms the curvature of the chords varies to conform to the style of
the vessel.
Parallel and on the same horizontal plane with the chords d, d, with their ends
secured in the chords c fore and aft, are two supporting thwart chords e, e². Traversing
the chords d, d, e, e', and c, at intervals from stem to stern, I arrange cross chords
or girders f, which being substantially secured to the several intersecting chords
and supports, brace and support the vessel horizontally.
In vessels having flat hulls, these cross girders constitute the base of the gas-field
and the ceiling of the cabin.
The chord g, secured by its ends in the upwardly inclined portions of the keelson
6 fore and aft, forms a secondary longitudinal support for the vessel. In cylindrical
vessels this chord g is at the base of the gas-field and forms the ceiling of the cabin
and machinery-rooms and sustains the pendant machinery, and in vessels having
flat bulls this line of chords forms the bases for the floor of the cabin and machinery
and store rooms..
On a plane with this chord g with the ends secured thereto fore and aft are two
horizontal chords similar to the chords e, e¹. Traversing the said horizontal chords
and the chord g at intervals from stem to stern and secured to the intersecting
chords and supports, are cross girders which are similar to the cross girders f and
which form the basis of a floor.
Passing perpendicularly through the vessel from keelson to dome-ridge, at
intervals from stem to stern, and secured to the intersecting chords, girders,
and braces, are stanchions or posts g³, g², which afford vertical support to the
vessel.
The chord a secured by the ends in the downward angle of the dome-ridge a
fore and aft affords longitudinal support in vessels having flat bulls, as shewn in
Figure 17; to this chord the inner section of the gas-field is secured. The entire
frame as described is stayed, tied, stiffened, and supported by suitable stays, tension
and other braces as shewn.
In cylindrical vessels vertically below the chord g is a longitudinal bracing
chord g', secured by the ends in the inclined portions of the keelson b fore and aft,
as shewn in Figure 19; this bracing chord forms the base of the cabin floor and
the ceiling of the engine, freight, and store-rooms below.
The vessel's frame as described is enclosed or encased in the envelope or cover
of thin metal, silk, linen, canvas or other suitable material of sufficient tensile
strength and impervious to gas. I prefer, however, to make the same of plates
of thin steel, rivetted and brazed or otherwise soldered together as in Figure 27.
In the envelope h in the line of the cabin and other business and living
compartments of the vessel windows h¹, doors h², ventilators and pipes are
arranged for convenience of ingress, egress, and lighting and ventilating the
vessel.
There are also arranged dead eyes at for the passage of the anchor cables hª, hª;
i, i, are journal bearings also secured in the envelope h, through and in which
bearings the revolving cylinders hereinafter described pass and revolve (see
Figures 23, 24, and 25); ; is a chimney or smoke stack surrounded by a fire-proof

page_text: wall, and extending from the engine-room up through the gas-field and the flexible.
envelope h.
It is very desirable that the said flexible envelope should be capable of free
expansion and contraction, so that the gas-field may be readily inflated and emptied.
For this purpose I arrange on the line of the gunwales and on either side of the
dome-ridge in the envelope the aforesaid metal hinge or joint k, which consists of
metal pieces made gas-tight by india rubber or other flexible packing ¹; this
hinge & extends only along the body proper of the vessel. When the gas-field is
being inflated or is collapsing, the parts of the envelope united by these hinges
will open or close thereon, and there will be no strain on the metal or other
material of which the envelope is formed, tending to crack or otherwise injure the
same.
Within the vessel at the base of the gas-field and surrounding the passage ways,
and at the end of the space including the cabin and other rooms or compartments,
is a fire-proof and gas-tight wall or partition for separating the gas-field from this
space. This space includes the cabin (Figure 21), engine, freight, store and other
rooms, in which are placed the engine, boilers, gas-generators, gas-condensers,
air-compressors, dynamo-electric machines, coal-bunkers, water-tanks, and other
machinery and apparatus.
The gas-field of the vessel is either separated into bulkhead sections / by gas-
tight transverse partitions l' at intervals from stem to stern, as shown in Figure 19,
or into longitudinal sections 12, 1, Figures 2 and 17, by silk, linen, canvas, or thin
metal, made air and gas-tight and fire-proof by paint, varnish, or other suitable
means, and subdivided into compartments or chambers by partitions 1, also made
gas-tight. The said envelope must be properly secured to the framework of the
vessel. The gas chambers or sections are provided with induction, eduction, and
exhaust pipes, connected with the gas-generators, gas-condensers, retorts, and
reservoirs, and such pipes are provided with automatic and other valves and stop-
cocks for opening or closing either or any of the same, so that should either of the
sections or chambers leak or become injured or impaired the gas can be drawn
therefrom; the said chamber can then be repaired and refilled, and should one or
more of the gas chambers or compartments be injured the efficiency of the vessel
will not be materially impaired. By the use of the automatic valves the pressure
on the envelope from expansion of the gas in high altitudes is readily relieved.
I prefer to make the partitions of the gas-field separately, and secure them in place
by lashing them to the dome-ridge a, the chord a*, the chord c, the chords à, d,
e, e¹, the chord g, the stanchions g³, and the cross girders, and I prefer to cover the
whole structure with a strong balloon netting.
m, m, are propeller-screws of great propulsive power arranged at the sides of the
vessel and actuated from the interior thereof; they are designed for raising, lowering,
and propelling the vessel. The screw-blades or arms are so constructed as to be
sufficiently strong and stiff with but little weight. The said arms or blades are
secured to a hub attached to a shaft m¹. This shaft m¹ has two journals m*, m*,
in the head or outer end n² of the revolving cylinder n, which passes through and
revolves in the bearings i at the side of the frame and inside the vessel. Within
the vessel the cylinder n is provided with a mitre-wheel n², also with a keyed
collar n* and lever arm n³, for automatically revolving the said cylinder n by means
of the pendulum lever no, hereinafter fully described. The screw-shaft within the
cylinder head may be provided with a belt pulley m³ for driving the propeller, as
shown in Figures 4 and 10, the said belt being passed over idlers or guide pulleys
to prevent friction. Or the said shaft may be provided with a mitre-wheel m³, as
shewn in Figure 30, geared with a similar wheel o¹ on a revolving shaft o which
extends through the cylinder n, and has at its inner end a mitre-wheel o² to gear
with an actuating wheel p₁ or p² on the main shaft p, suitable journal bearings
being arranged within the said cylinder for supporting the said shaft. The rotation
of the side propellers m is normally at right angles to that of their revolving

page_text: cylinders n, but by turning any one of the cylinders n in its bearings the screw m
can be made to work downward, upward, or in any other direction without
interfering with the propulsion of the vessel. The side screws may therefore be
utilized to assist the inflated gas-field, to raise a vessel lying on or near the earth
to any height in the atmosphere and retain it there, whilst being propelled by the
after propelling screw q. This after screw q is connected to its driving shaft p by
a device which permits the said screw to be adjusted to work at any angle to the
said shaft. This device as shown in Figures 30 to 33, comprises a revolving frame
or carrier q³ supported with a capability of rotation in a recessed loop t*, terminating
the after revolving cylinder n*. This loop has jaws q* forming a recess in which
the said carrier is fitted. The said carrier has formed on it a radially projecting
sleeve or bearing 92, and the short shaft or journal of the propeller extends
through the said sleeve to a universal joint r by which it is connected to the
driving shaft p at the centre of the carrier q³. The normal position of the screw q,
as above stated, is at right angles to the axis of the cylinder n", so that it drives
the vessel forward. But by turning the ring, frame, or carrier q³ around upon the
said joint, the sleeve and short shaft r may be adjusted to any desired angle
relatively to the axis of the said cylinder and the plane of the screw's motion will
be changed accordingly, and by turning the cylinder n* on its axis, the screw when
thus adjusted out of line with the cylinder's axis may be caused to thrust upward,
downward, or in any other direction. The universal joint r¹ permits the screw to
be driven with unimpaired freedom by the shaft p whatever may be the angle to
which the said screw is adjusted.
The revolving cylinder or tubular shaft is secured and works in bracket-
bearings outside of the boxing at i in the shell and bearings within the hull. On
the end of the cylinder n within the vessel is secured a mitre-wheel n', whereby
it is geared with the mechanism for adjusting or turning the said cylinder or shaft
as hereinafter described. I may modify the above described arrangement in the
manner illustrated in Figures 5 to 9, that is to say, within the cylinder_n* two
revolving shafts p, p, are arranged and are supported in suitable bearings
therein. The shaft p is the screw actuating shaft; it extends through the centre of
the cylinder n* and through a slot in the periphery of the carrier q³, terminating
in the universal joint r' whereby it is connected as aforesaid with the short shaft r
of the after screw q. The shaft p¹* extends through the cylinder n* adjacent_to
the interior surface thereof, where it is supported in bearings and carries at its
outer end a bevel-toothed-wheel p** which gears with a toothed segment of on the
adjustable carrier q³ for revolving the same on its axis. Near its inner end the
said shaft carries a pinion p*, which projects through a slot n in the side of the
cylinder n, and gears internally with a toothed ring or hoops whose outer
periphery is toothed to adapt it to a chain 8 extending thereto from a chain
pulley 8, as shewn in Figure 4.
The angular adjustment of the screw-propeller in this arrangement is effected in
the same manner as that above described.
In the arrangement shewn in Figures 30, 31 and 32, I provide for operating
the aforesaid adjusting devices as follows, that is to say:-The loop or strap t* is
fitted to slide on the tube n* and is connected to the lever by the rod t
which engages with the collar t, held in a groove in the sleeve end of the strap as
shewn. By moving the said lever the loop t* will be caused to slide on the
cylinder; the latter may also, as above stated, be turned on its axis, and the two
movements of the swivelling or adjusting mechanism thus combined allow the
face of the screw to be instantly presented in any desired direction. The cylinder
or tube n is turned or adjusted on its axis by means of the steering wheel v
through its shaft connected by bevel gearing u, v, with the auxiliary shaft v³,
which through the medium of the bevel wheels ve, n', no, is geared with the bevel
pinion on the cylinder n*, as shewn in Figure 30.
The clutch po adjacent to the toothed wheel p¹ allows the screw g to be started
or stopped independently of the other screws.

page_text: Figure 33 shows a modification of the swivelling appliance for the screw-
propeller q. In this case the sleeve of the loop or strap t is prolonged sufficiently
to permit the formation therein of a spiral groove t for the reception of a roller on
the end of the sliding arm t¹. The said arm is connected with a lever, by moving
which the roller is caused to act on the spiral face of the groove and thereby turn 5
the said loop or strap t* on the cylinder n for the purpose above specified.
The revolving cylinders n, n*, extend through the bearings i at the sides and
rear of the vessel, as above stated, and within the hull of the said vessel they are
supported in other bearings as shewn; each of the cylinders n is provided on its
inner end with a bevel-wheel n³, which gears with a wheel u¹ on the end of a 1
revolving shaft u supported in suitable bearings within the vessel. There are two
of these shafts u, as shewn, and these are arranged in combination with the other
parts shewn in Figure 30, for either separately or simultaneously adjusting or
turning the cylinders n, n*, on their axes, and thus changing the position of the
propeller-screws m, q. In vessels where but one propeller screw is used at each
side, as shewn in Figure 4, I prefer to use a chain wheel n instead of the mitre-
gearing on the cylinders n, n*, for mechanically revolving them on their axes.
Where two or more screws at the side are used, I connect their cylinders or tubular
shafts with the governor or pendulum apparatus, as hereinafter described.
The driving or propeller-engines must be made powerful, strong, and light; the
power therefrom is communicated to the several propeller-screws and other
machinery through a cone shaped drum carrying radiating belts.
Referring to Figure 10, the actuating shaft p is encased within a sleeve p*,
which is segregated or divided into several sections, and is provided with driving
pulleys p, p, double pulley wheels p, p, and grip clutches p, p, or as shewn
in Figure 30, the main actuating-shaft p has a crank po, and is provided with the
mitre-gear-wheels p¹, p, and the grip clutches p, p, controlled by levers p', p³.
The said main shaft p extends longitudinally through the centre of the vessel in
suitable bearings.
It will be obvious that the side screws may be actuated either through pulleys
and chains or belts, or by bevel-gearing and revolving shaft; in either case the same
result is secured.
When pulleys and belts are used for this purpose, as shewn in Figure 10, the
sleeve p on the shaft p is divided into sections, as above described, and serves as
an axle for the double pulley-wheels p, p, which rest against shoulders p, and
are held in place when in use by the sliding grip clutches 2 manipulated by
suitable levers. The sleeve 2 also serves as an axle for the driving pulley-
wheels p³, which are also secured in position by friction shoulders and grip
clutches p manipulated by levers. The double pulley-wheels p, p, on the shaft p
are arranged in pairs between and directly in a line with the opposite cylinders n, n;
from these pulley-wheels p, p, endless belts p10, 210, extend into and through the
said cylinders and around the pulleys m³, thereby transmitting motion from the
main shaft p to the side raising, lowering, and propelling screws m, m.
The after screw is revolved by the direct action of the shaft p, passing through
the cylinder n to the universal joint r³.
The aforesaid shafts u geared with the cylinders n are also controlled by the
hand-wheel connected therewith by the gear-wheels on the shaft v. In the
arrangement shewn in Figure 4, 5, 6, and 7, this shaft v carries the chain pulley 8,
around which extends the endless chain & for adjusting or turning the shaft p¹* in
the after cylinder n* in order to change the position and direction of the after
screw q, the other connections at the same time adjusting or revolving the side
cylinders n, n. With this arrangement one or more or the cylinders may be
revolved at the will of the engineer.
When the bevel gearing is used, as in Figure 30, the main shaft p is provided
with the bevel or mitre-wheels p', ps. These gear wheels p, p, are thrown into
and out of gear with the gear-wheels o' on the revolving shafts o in the revolving
cylinders n by the grip clutches p" controlled by the levers p³. I prefer that the

page_text: said cylinders should be slightly out of line with each other to facilitate the
working of the gear-wheels, and to diminish the liability to accidental derangement.
The main shaft p extends longitudinally through the centre of the vessel, as
above described, and is supported in suitable bearings and segregated at intervals
and united by the grip clutches p³ controlled by the hand levers p', as above set
forth.
When a forward screw q' is used the said shaft p extends forward through the
revolving cylinder of the said screw, and is connected with and actuates the said
forward screw q³, as described with reference to the aft screw.
The aforesaid shafts u, u, Figure 30, carry mitre wheels u² which gear with
mitre wheels v² on the hand-wheel shaft v. This hand-wheel shaft also carries the
bevel-gear-wheel gearing with the wheel secured on one end of the longi-
tudinal shaft mounted in suitable journal bearings, and carrying at its opposite
end a mitre-wheels whereby this shaft is geared through the mitre-wheels n', nº,
with the mitre wheel n' on the inner end of the after revolving shaft n", as above
set forth.
The mitre-wheel³ on the shaft vis thrown into and out of gear with the mitre-
wheel by a hand lever and grip clutch at *, and on the revolving shafts u are
arranged grip clutches and hand-levers at u* for throwing the mitre-wheels u³, u³,
into and out of gear with the mitre-wheels v³, v³, on the band-wheel-shaft v, so
that by turning the hand-wheel the revolving cylinders n, n*, may be revolved
simultaneously, and the direction of the screws changed at the will of the engineer
or operator, as and for the purposes specified.
On the main propelling shaft p are belt-pulleys or wheels p" for operating the
winches, for handling the anchors, and for driving the dynamo-electric machines,
wire reels, and other machinery.
I will now describe the governor which I have devised for automatically keeping
the vessel in a horizontal plane or on a level keel (see Figures 30 and 34). Near
the sides and within the vessel I arrange a rocker shaft no* transversely between
the forward and after side screws, to which shaft are attached the pendulum
levers nº, nº. From diametrically opposite points rods n³, n³, extend, one forward
and the other rear-ward to the lever-arms n³, n³. On each of the collars n³*, n³,
is fixed a loose ring capable of turning on the said collar; this ring is constructed
with the arm n³ which carries a spring pin or pawl, whose spring (or a weight)
tends to force the said pawl towards the collar n³. The latter is provided with a
series of notches (see Figure 34) with which the said pawl engages (except when
held up for a purpose hereinafter explained), and thus the said ring is made fast to
and turns with the cylinder n.
The aforesaid pawls are disengaged from the collars when it is desired to adjust
the cylinders independently of the governor. The lower end of each pendulum
lever nº is provided with a heavy weighted ball, as shewn. When from any cause
the vessel deviates from a horizontal course the pendulums will cause the side
screws at the lower end to work upward, and the side screws at the upper end to
work downward until the vessel is restored to a level keel, when the pendulum
and the side screws re-assume their normal position.
By the mechanism herein described the several screws or propellers may be
operated to propel the vessel forward or backward, or may be adjusted by the
machinery above described to move the vessel upward or downward, and the vessel
or ship is thus entirely under the control of the sailing master without regard to
the elements.
The cabin of the vessel extends transversely from side to side of the same, where
it is provided with the look-out galleries shewn in Figures 28 and 29, which
galleries project from the sides of the vessel between the side propellers and on the
level of the lower deck.
The said cabin is also provided with windows, doors, and other means for exit
and entrance as well as for ventilation; the said cabin extends fore and aft of the
true centre of gravitation to such points as experience or necessity will dictate or

page_text: demand. Extending under the gas-field from the cabin to points forward and
rearward are two passages or passage ways w, w¹, for communicating with the
several gas-compartments pipes and forward and after screws. The interior of the
"
hull is otherwise divided into decks as in other vessels. On the lower deck I
arrange the engine, boilers, air compressors x', the condensers or gas-reservoirs x³,
gas-generators, dynamo-electric machines ³, winches at, reels and other devices for
use in managing, handling, and running the vessel, as well as coal bunkers and
water tanks. The other compartments within the vessel's hull I set apart for
freight and such other uses as necessity may suggest. By the employment of the
air-compressors above described I am enabled to compress the air in the cabins of
the vessel to such an extent that the latter can sail in high altitudes without
discomfort to the persons on board who will have no difficulty in breathing.
In either form of my vessel, when constructed as described, I employ just
sufficient gas to place the vessel (with the machinery, stores, and cargo) at equipoise
while on the ground, and rely upon my side propeller screws for carrying the
whole upward, until by reason of the expansion of the gas the vessel rides free;
then by adjusting my side and after screws to act as propellers the vessel will be
driven forward, and I expect to control the movements of the said vessel in the
air with the same facility as steam-ships are controlled in water.
Having thus fully described my said Invention, and the manner of performing
the same, I wish it understood that I claim,-
First. A vessel for aerial navigation in the form of a cylinder with conical ends
or in the form of a shuttle, constructed upon one general framework of metal rods,
tubes, or the like, and covered with or enclosed in an envelope of thin metal, silk,
canvas, or other suitable material, substantially as shewn and described.
Second. A vessel for aerial navigation constructed upon one general framework
divided into a gas-field, and hull with cabins and machinery compartments, the
whole enclosed in one general envelope of steel or thin metal, the said gas-field
being divided by bulk head partitions connected by induction and eduction pipes
provided with relief, automatic and positive valves connected with gas-condensers,
air-compressors, and suitable connecting and exhaust pipes, and the hull being
divided into cabins, saloons, and other chambers, with freight and machinery com-
partiments, the said vessel being provided with suitable propelling and steering
machinery and automatic devices for regulating and maintaining the level of keel
when the vessel is under sail; also with air-compressors for regulating the pressure
of air within the cabins or living compartments when the vessel is in high altitudes;
also with screw-propellers journalled upon revolving shafts, arms, or tubes, and
driven by revolving shafts or belts enclosed in the said revolving shafts, arms,
or tubes; also with steering gear and mechanism actuated by a steam-engine
or other motor, and also with dynamo-electric machines, cable winches, anchor-
cables, a smoke-stack and other parts, all substantially as shewn and described for
the purposes specified.
Third. The frame of the said vessel constructed upon one general framework of
metal bars or rods, all securely braced together in the form of a cylinder,
terminated forward by a long pointed cone and aft by a short cone, as shewn in
Figures 18, 19, and 20, for the purposes specified.
Fourth. The envelope or cover of steel, thin metal, or other suitable material
constructed as above described to enclose the frame and other parts of the vessel,
and provided with hinges or joints in the positions above indicated to facilitate the
inflation and exhaustion of the gas-field substantially as set forth.
Fifth. The hinge or joint constructed of metal and india-rubber or other suitable
packing substantially as and for the purpose specified.
Sixth. The side propellers supported in the outer ends of revolving cylinders or
tubular shafts, and actuated by means of shafts extending through the same and
connected by toothed gearing with the actuating machinery within the vessel,
substantially as and for the purpose specified.
Seventh. A propeller either fore or aft of the vessel carried on a revolving shaft

page_text: which is capable of angular adjustment without hindrance to its freedom of
rotation, substantially as and for the purpose specified.
Eighth. A propeller supported at the outer end of an axially adjustable cylinder
or revolving shaft either fore or aft of the vessel, and mounted on a short shaft,
which is connected by a universal joint to and driven by a shaft extending within
the said cylinder from the main driving shaft through one side of a circular frame
or carrier in which the said propeller shaft is journalled, and which is supported
in a loop or strap fixed or formed on the end of the said cylinder in such a manner
that the said carrier can be turned on its axis while the cylinder can be rotated, so
that the propeller may be adjusted to any desired angle in any plane as above set
forth.
Ninth. The combination with the said devices, whereby the angular position of
the propeller is varied as above set forth, of the means shewn in Figures 31 and 32,
or Figure 33, for manipulating and controlling the same by the lever or handle,
substantially as set forth.
Tenth. The combination of the fore or aft screw propeller (or both) with a screw
or screws on both sides of the vessel, substantially as and for the purposes
specified.
Eleventh. The novel and peculiar arrangement of the driving machinery
substantially as described with reference to Figure 30, whereby power derived from
the engine in the hull of the vessel is transmitted to the screws or screw-propellers
through the medium of shafts and toothed wheels, with which are combined means for
adjustment so that either or any of the said screws or propellers may be started or
stopped without adjusting the others, or all of them may be simultaneously started
or stopped for the purpose specified.
Twelfth. The pendulum-governor arranged and operating in combination with
the revolving cylinders or shafts of the side screws in such a manner as to
automatically control and adjust the plane or angle of the said screws, and thereby
keep the vessel in a horizontal plane or on a level keel while under sail.
Thirteenth. The device consisting of the notched collar attached to the revolving
cylinders or shafts and the adjustable pawl carried by the ring, which has an arm
connected with the governor, by which pawl the cylinder may be at any time
released from the control of the governor to allow the screw-cylinder to be rotated
or adjusted by the engineer, as and for the purpose specified.
Fourteenth. The hand-wheel mounted on a shaft geared by toothed wheels with
the various shafts which are geared with the revolving cylinders of the side and
other shafts which rotate the tubular shafts wherein are journalled the propeller-
shafts, and are provided with clutches, the entire management being substantially
as shewn in Figure 30, so that by means of the said hand-wheel and clutches the
said cylinders or either or any of them may be rotated or axially adjusted, sub-
stantially as and for the purposes specified.
Fifteenth. The main driving or crank shaft extending through or partially
through the vessel divided into sections connected by toothed gearing and
provided with clutches, and with driving wheels or pulleys, substantially as described
with reference to Figure 30 and for the purposes specified.
Sixteenth. The modification of this arrangement illustrated in Figure 10
wherein the main or driving shaft is enclosed within a sleeve, which is divided at
intervals into lengths or sections, and is provided with driving pulleys or wheels
and clutches, substantially as and for the purpose specified.
Seventeenth. The arrangement of the after screw at the stern and below the
stern-frame, and supporting the same in external bracket bearings, substantially
as shewn and described.
Eighteenth. The chimney or smoke-stack extending from the hull upward and
through the gas-field, and enclosed within a gas-tight and fire-proof wall or casing,
substantially as and for the purpose specified.
Nineteenth. The provision of means whereby the air in the cabin and other
rooms or compartments of the hull is regulated as to its density, so that the

page_text: atmosphere in the said rooms or compartments may be maintained at a uniform or
any desired density or pressure irrespective of any changes in the altitude of the
vessel in the air.
Twentieth. The provision of means for supplying gas to the gas-field, or for
receiving, securing, or condensing the gas when necessary.
•
Twenty first. Providing the vessel with electro-dynamic engines or machinery
driven by the motor engines and so arranged that the electricity generated thereby
is available for lighting or other purposes.
Twenty second. The arrangement in the hull of the said vessel of the gas-
receiver, gas-condenser, and gas-generator, or retorts connected with the gas-field
by induction and eduction pipes fitted with automatic and other valves, and with
stop-cocks, which pipes are also connected with one general exhaust-pipe, all
properly arranged for inflating and exhausting the gas-field, substantially as and
for the purposes specified.
Twenty third. The arrangement within the hull of the vessel of the various
compartments as above specified and shewn for containing the engines, boilers, gas
apparatus, air compressors, and other machinery or apparatus, substantially as and
for the purpose specified.
In witness whereof, I, the said Albert Livingstone Blackman, have hereunto
set my hand and seal, this Twenty sixth day of August, in the year of
our Lord One thousand eight hundred and eighty one.