Improvements in Flying Machines and the Navigating and Controlling Apparatus connected therewith.
Year: 1893

page_text: IMO VIDIONAL SPECIFICATION.
Improvements in Flying Machines and the Navigating and
Controlling Apparatus connected therewith.
I, HENRY MIDDLETON of 3, Wellesley Villas, Wellington Street, Slough, in
the County of Buckingham, a Civil, Mechanical and Electrical Engineer, do
hereby declare the nature of this invention to be as follows:-
-:
According to this invention I employ two or more cylinders to work the wings
of my flying machines; the relative size of such cylinders being entirely a matter
of engineering judgement based chiefly on considerations of the speed of wing
revolution and manner in which the working substance-[be it the vapour of water
or. that of any other convenient volatilizable fluid]--is supplied to the aforesaid
cylinders. Thus in the case of a two cylinder engine being used to actuate the
wings, such engine may be worked either as a simple twin cylinder engine, or as
"a compound" engine; or the "live steam" may either go to both of the cylinders
direct from the "boiler," or "generator," or one cylinder may be worked by the
exhaust from the other, or what is perhaps better practice, the exhaust-fluid or
vapour from one cylinder may go to heat another liquid in a secondary "boiler,"
the vapour from which may conveniently be used as the "working substance" for
said second cylinder This last method has many advantages; among which, one is
that if the two fluids are so chosen that the evaporation of the second wholly
condenses the exhaust from the first, the first cylinder becomes virtually "a con-
densing engine" whose efficiency is proportionally higher than that of a non
condensing engine of nearly the same size and weight, and in addition the condensed
fluid (preferably water, though I do not limit myself to the employ of H₂O as
the first working fluid) may be used again and again which is a inatter of great
importance in flying machines. Further, the second working fluid may be condensed
by chemical means, but commonly the process requires so much additional apparatus
that it is inapplicable to flying machines; and it is better to waste the second
working substance by discharging the exhaust of the second cylinder into the air,
or (in certain cases where combustible)-utilize it by burning it.
When three cylinders are used to drive the wings, I cominonly place such on
the sides of an equilateral triangle gearing all the cylinders to the same crank
shaft and letting the upper cylinder work the wings of the flying machine by
means of links, and a cross bar attached to the piston rod of said cylinder. Of
course such cross bar may have any position with respect to the plane of the crank
shaft to which the cylinders are attached. But I commonly place it parallel to
the plane of such shaft when it (the common crank shaft of the three cylinders)
is used to drive a horizontal steering screw whose axis is at right angles to the
trajectory of the flying machine; and I put said cross bar at right angles to said
shaft when the crank shaft is intended to drive a screw propeller (either directly
or more usually through multiplying gear), or two screw propellers, turning
reversed ways, for propulsion; or else two screw propellers with more or less
parallel axes, for steering. Of course the necessary valves piping etc. etc. are
supposed attached; and where the ordinary steam chests are used they may be
most conveniently arranged on the same side of the cylinders that one of the cranks

page_text: is; and of course the turning trunnion so necessary for changing the plane of wing
stroke may also be added; it being of course understood that the crank shaft will
pass through said hollow trunnion and the inject and exhaust steam spaces be
annular in shape and the trunnions themselves mounted on hollow pedestal
blocks resting on hollow girders whose interior will form the channels to convey
the inject steam from the generator, and eject steam, either to heat a second
boiler, "
or generator," or to be burnt in the furnace under the first.
"
"
Finally in this connection I may add that I reserve the right of adding a second
and nearly similar three cylinder system to drive a second pair of wings if
subsequent experiments indicate any especial advantage over the two-winged
arrangement, and further when such second cylinder system is used; it is in general
better to make the amplitude of wing-stroke-plane of the front pair of wings
greater than that of the rear wings; the two being commonly geared together.
Still as I previously pointed out with regard to flying machines whose wings-be
it one pair or two pairs were actuated by one two-cylinder; or two two-cylinder,
engines; there are so many good reasons for keeping the flying machine as a whole
horizontal, that [in the absence of all casing, or hull, which on
lightness we are usually obliged to discard]-all devices for making the axis of
the flying machine parallel to its line of flight, or trajectory, are of far less
importance than in the case of submarine boats which have a hull, and move in so
dense a fluid as water. While it may be understood that the same remarks as to
relative sizes of the cylinders which were made on the two-cylinder system apply
to the three cylinder system just described.
account of
The cycle of operation of my new invention will be more clearly understood when I
come to speak of the generator, or generators, but I might say here I intend to
make provision for working a third cylinder from said generators in case it be
considered expedient to add one or two screw propellers to my winged flying
machine somewhat after the manner of my Specification No. 21,885 for 1891.
Although in this invention I may introduce a slight change in having the fore
propelling apparatus consisting of two screws rotating in opposite directions and
adding another screw for steering in a way to be subsequently described.
And now to specify the most salient changes in the cylinder arrangements, I note
that the two wing cylinders (or two cylinders which compose the wing engine
proper), are placed one above the other being bolted, or otherwise connected, the
one to the other by a cylindrical surface which not only serves thus as a framing
for the cylinders but supports the pedestal blocks of the crank shaft which makes
the pistons of said cylinders work a quarter of a phase the one before the other [or
with their respective cranks at an angle of 90°]. Also, within the cylindrical
enclosure between the cylinders is contained the eccentrics, or cams, for working
the valves and portions of the hollow trunnions about which the cylinders turn and
whose interiors form the channels for the inject and exhaust steam, or vapour,
which works the "engine." And further to the outside of this cylindrical fraining
are attached the pivots to which the forked ends of the wing levers are attached.
These wing levers are actuated by two links coming from the cross bean of the
upper cylinder, and within these links are two more links for connecting the cross
bean and piston rod of the upper cylinder to the crank axle while a similar cross
beam acts in like manner for the cylinder below.
Of course the cylinders are together supported by the trunnions working through
stuffing boxes mounted on hollow pedestal blocks which in turn reston hollow girders
whose interior form the passages for the live or exhaust steam, as the case may be,
conveying the former from the generator and the second to the secondary boiler; or
fire (if it is to be burnt); or to the air, according as one or other circulatory system [or
arrangement] is adopted. While if great steadiness of motion is required I drive
by suitable multiplying gearing a Hy-wheel from the crank axle of the engine.
The use of this fly-wheel is in general to protect the wings from sudden jerks and
racing" of the engines which frequently snap a wing even though protected by
springs as previously described in my Specifications Nos. 9725 and 21885 of 1888
86

page_text: and 1891 respectively. Of course the fly-wheel adds weight to the machine; but
it is a great safeguard and as it can be so easily removed after the valves, springs
etc. etc., have been put in complete adjustment, that, it is perhaps a valuable
auxiliary in experimenting, and another of those ineans useful to temporarily (at
least), adopt to attain an end, that I have considered its application to this purpose
deserving of notice; inasmuch as I have even been able to work flying machines
with one cylinder by its aid, at least if they have in addition the spring dead point
passer I have described in my previous Specifications Nos. 9,725 and 21,885 of
1888, and 1891, respectively. While in the case of a two cylinder machine whose
two wing cylinders have not been correctly proportioned perhaps, or where it is
difficult to cause the valves to act just as desired, the fly wheel is a valuable
auxiliary and as such I frequently fit it to two cylinder machines with cylinders
arranged after the fashion of my Specification No. 21885 of 1891.
Because I have described in Specification No. 21,885 of 1891 pretty completely
those inventions whereby I employ screw propellers in conjunction with wings, it
seems a work of supererogation to go over the same again here; I therefore pass
on to describing a set of supplementary inventions for steering my flying machines
horizontally. And here I should perhaps say the necessity for such supplementary
inventions comes in no way from our ignorance of the manner of so moving a pair of
wings and still better two pairs-so that a winged machine may be moved up or down
or to the right and left, by wings alone: but because to impress on such wings these
complicated movements generally require moderately complicated and somewhat
heavy machinery, therefore in flying machines where everything has to be sacrificed
to simplicity and lightness, it is generally speaking-easier, at present, to design a
flying engine of given weight and capable of being directed to right or left by a
horizontal screw whose axis is at right angles to the general line of flight, or
trajectory, of the machine; than to make one of the same weight which is
navigated by flapping one wing faster than the other etc. etc., at the same time that
we incline it suitably to secure the desired end, to wit, the manoeuvring of the
machine horizontally.
In cases then where it is desired to add a steering screw to a flying machine (with
cylinders as herein described), I commonly effect this object by means of a bevil
wheel fixed on the crank shaft between the two cylinders: and make such bevil
drive two disc wheels with a friction pinion between them and the ordinary gearing
for reversing motion and varying speed: while to the shaft of the pinion a light
open (or crossed, as convenient) band may drive the steering screw.
Or I may
vary the arrangement by letting a friction wheel drive two pinions, and to their
common axles attach two bands for driving the steering screw, one band being
placed on each side. But in either of these arrangements the two wing levers must
have separate pivots in order that the shaft of the bevil wheel may pass between
then; and in like manner the cylindrical framing box uniting the cylinders must
have a slot cut in it so that its motion will not interfere with that of the bevil shaft.
Lastly in this connection, it may be noted that a third method consists in prolonging
the crank shaft of the engine and putting band wheels on its extremities, and thus
driving in opposite directions two concentric shafts to either of which the steering
screw may be temporarily attached by clutch arrangement. However in this
method it is necessary that the rear wing levers be curved so as not to come in
contact with the driving bands. The wings though can be placed on pivots in the
centre of the cylindrical framing box.
Still more is this supplementary steering screw valuable in the case of using
balloons to support flying machines while their ultimate forms are experimentally
evolved. For my balloon flying machines are but a means to an end, inasmuch
as they not only get over the weight difficulty but further "slow down "-so to
speak all the motions of the flying machine and thus give its manipulators, or
navigators, time to think, which is a great advantage in experimenting with them.
Indeed until we are able to make flying machines self regulating, or self governing,
as in the case of any submarine ships [where the weight of machinery is not such a

page_text: serious obstacle to the successful navigation of the dense fluid (water) as it is in
the case of the light fluid (air) the flying engine works in]; flying inachines will
be always somewhat dangerous vehicles on account of the speed with which they
must move. In the application then of my new flying machine to navigable balloons,
or rather balloons which I thereby render navigable; I run out the two supporting
pieces for the steering screw some distance: so that in general such steering screw
is placed behind the neck [or over neck] of the rear balloon and connect the
horizontal axis of said screw by driving bands and pulleys-[or chains and chain
wheels if desirable]-to another axle with clutch and reversing gear-[as spur, or
bevil wheels internal toothed wheels, friction gearing etc.]-so that by means of a
lever which the operator can manipulate, the aforesaid horizontal screw is inade to
turn one way or the other at will; and the balloon system twisted into the desired
orientation. Of course it is not supposed that either in the flying machine proper,
or when supporting-balloons are added thereto; that it will be necessary to keep
said steering screw always in rotation. On the contrary; it is supposed that
commonly it is at rest and only set in rotation to prevent the turning of the two
balloons under the action of currents of air, and the natural tendency of such bodies
when moved in media to set themselves cross wise to the line of motion; or even
in the case of the flying engine proper to counteract the deviation which may arise
from one wing having a little more propelling power than the other. True, I
always furnish means for adjusting this wing inclination of plane, but then it is
somewhat difficult to apply it with sufficient rapidity to machines in full flight to
render their navigation as safe as by use of the supplementary screw I have
described.
If it be thought advisable, a pair of horizontal rudders may be placed on each
side of the aforesaid steering rudder to get the machine steered vertically by
inclination of said rudder system: but as in flying machines-unlike subinarine
ships there are generally good reasons for keeping the body of the machine fairly
vertical, the change of inclination of said tail rudders is commonly of little moment,
they are however in most cases of use for the purpose of securing the general
stability of the machine.
Now as regards the generators, either of three systems may be used. That
is to say the engines may be driven by simple generators of hot vapour [either
of water or any other suitable liquid or condensed gas as described in my
Specification No. 9725 of 1888], or said vapour inay be superheated as described
in my Specification No. 21885 of 1891 or I may actuate the aforesaid engines by a
two fluid motor one of the wing cylinders being driven by the vapour of one of
the fluids whose " exhaust" - which is then condensed more or less-heats the other,
and after the live steam of the second fluid has worked the second cylinder the
exhaust from said second fluid may be burnt to heat the first, while the liquefied
exhaust of the first fluid is pumped back into the generator, or both wing cylinders
may be actuated by the vapour of the primary fluid, and that of the secondary
may be used to drive the forward screw-[if such be used]-or, two rear steering
screws with axes more or less nearly parallel to the trajectory of the machine [as
in the case of my submarine ships].
Further, as to the general arrangements of apparatus it is to be understood that
I sometimes avail myself of those described for flying machines in my Speci-
fication No. 21885 of 1891. But the generator I most commonly prefer to use is
one composed of two separate vessels in which the vapour froin one-after passing
through one or more cylinders or sets of cylinders is more or less condensed by
and gives up its latent heat to, the liquid of the other, which second liquid being
then vaporized may be used to work one or more cylinder or set of cylinders.
Dated this 15th day of May 1892

page_text: Improvements in Flying Machines and the Navigating and
Controlling Apparatus connected therewith.
I, HENRY MIDDLETON of 3 Wellesley Villas Wellington Street, Slough, in the
County of Buckingham, a Civil, Mechanical and Electrical Engineer do hereby
declare the nature of this invention and in what manner the same is to be
performed, to be particularly described and ascertained in-and by the following
statement:-
"
"
According to this invention I usually employ one pair of cylinders to work the
wings of my two winged flying machines and two pair to work the wings of four
winged machines while the relative sizes of the cylinders forming each pair is
entirely a matter of engineering judgement based chiefly on the manner in which
the working substance - be it the vapour of water or that of any other convenient
volatilizable liquid is supplied to them. That is to say, the cylinders may be
worked either as a simple twin cylinder engine or as "a compound" engine; or the
live steam may either go to both of the cylinders direct from the "boiler" or
generator" or one cylinder may be worked by the exhaust from the other, or
what is perhaps better practice, the exhaust fluid or vapour from one cylinder may
go to heat another liquid in a secondary boiler," the vapour from which
may conveniently be used as the "working substance" for said second cylinder.
This last method has many advantages, thus the efficiency of such a system is not
only equivalent to using the working substance through a great range of tempera-
ture, but if the two fluids are so chosen that the evaporation of the second wholly
condenses the exhaust from the first, the first cylinder with its accompanying
apparatus, is virtually converted into a condensing engine" whose efficiency is of
course higher than one which does not condense of nearly the same size and
weight, and in addition the condensed fluid,-(preferably water, though I do not
limit myself to the employ of HO as the first working fluid)-may be kept in
circulation or used again and again which is a matter of great importance in flying
machines. Further, the second working fluid may also be condensed by chemical
means: but commonly the process requires so much additional apparatus that-in
consequence of its weight-it is inadvisable to attempt to apply such to flying
machines; and it is better to waste the second working substance by discharging
the exhaust of the second cylinder into the air, or-(in certain cases where
combustible) burning it.
I do not limit myself in the choice of the working substances as any two
convenient ones may be used; but I would suggest the use of water and methyl
chloride as the two which at present appear on the whole, to present most
advantages in their favour.
And now to specify the most salient of the changes in the cylinder arrangements
I have in this new invention introduced, as compared with my earlier ones;
[described in Specifications Nos. 9,725; 21,885; and 4,645 of 1888, 1891, and 1892
respectively] I note that the pair of cylinders which compose the wing engine are
not only-as in some of my previous designs-placed one above the other; but, are
bolted or otherwise connected together by a cylindrical surface which not only
serves as framing for the main crank shaft [which is constructed to make the pistons
of said cylinders work a quarter of a phase the one in advance of the other, their
cranks being at right angles]; but further, the enclosure or box formed within the
concavity of said cylindrical surface is commonly utilised to contain the eccentrics,
or cams for working the valves of the cylinders themselves. Also the hollow

page_text: trunnions about which said cylinders turn, and whose interior forms the channels
for the inject and exhaust steam (or vapour), working the engine are very con-
veniently supported by the cylindrical framing holding the cylinders together and
further this latter carries the wing pivots gudgeons, or trunnions about which turn
the forked ends of the wing levers. These wing levers are actuated by two links
coming froin the cross beam of the upper cylinder, and within or without, as con-
venient, are the links for connecting the cross beam & piston rod of the upper
cylinder to the crank axle, while a similar pair of links and cross beam connect tho
aforesaid cranked axle to the cylinder below.
As I have already said the cylinders are together supported by trunnions
working through stuffing boxes mounted on hollow pedestal blocks which in turn
rest on hollow girders whose interior is used as a channel of communication, or
pipe, to connect the different cylinders with the generators used for, supplying
them with heated vapour, as well as forming the chief part, or framework, of the
machine. However, while this new arrangement of the cylinders may present
some advantage over the older forms I have invented and described in Specifications
Nos. 9725 for 1888; 21,885 for 1891; and 4,645 for 1892; yet I do not limit
myself to its use for the purpose of working the wings of flying machines with
two fluids so employed that the exhaust steam of the one is condensed by and
used to energize the vapour of the other: inasmuch as I find it also very con-
venient to use the cylinder system described in No. 9725 for 1888; and again in
No. 21,885; for actuating the wings of my new flying machine; it being premised,
that a few simple changes of pipes and valves are made for the purpose of suiting
the old system to the new conditions. Lastly, in this connection, as I have
repeatedly described in my Specifications for 1888 (No. 13,945 for Submarine
Ships); 1891 (No. 5,399 for Submarine Ships and Boats); 1891 (Nɔ. 15,253
- Submarine Ships) and 1891 (No. 21,885 for Flying Machines) winged apparatus
consisting of 4 wings (2 pair of wings) for the navigation of fluids, and as the
mechanics of flight is the same be the fluid air or water; so I do not mean that
when I speak of a 2 winged machine I am to be considered as limiting myself
thereto, inasmuch as after the invention of a two winged flying machine the
construction of a four winged machine with two pair of wings and two systems
of cylinders is-or appears to me-to be so wholly and entirely a matter of
engineering, that it would be a work of supererogation to represent in description
and drawings the more complicated machine where the 2 winged machine possesses
all the essential parts of the 4 winged one, as far as relates to the problem of wing
motion, or concerns the matter of its invention. Still, it is perhaps advisable
that I should state, that in spite of the advantages as regards facility of control
which the four winged flying machine possesses; it fails to a certain extent in
fulfilling the condition of lightness: inasmuch as it rarely can be made as compact
and light for the same power as is possible with a two winged machine. On
the other hand, numerous appear the other points in its favour, when the
questions of balance, length of wings etc. etc. are considered. Yet as a "Complete
Specification" appears not to be the place to discuss them, I reluctantly leave
the matter and pass on to describing the supplementary inventions for
steering etc. I have devised.
"
At either the front or rear end of my flying machine I commonly place a screw
whose axis is horizontal, and at right angles to the centre line of the flying engine
[or "machine"]. This screw is of course intended for steering even when the
machine is nearly at rest. Since it appears to have been observed that the
resistance of the air at slow speeds-say under 6 or 7 miles per hour-is only as
the first power" of the velocity, and perhaps hardly attains to the "second
power" until the resisting surface is moving at the rate of some 9, or 10, miles
per hour and possibly does not attain to the third power until a speed of some
700 miles per hour is reached; it follows that it is very difficult to steer a flying
machine when moving slowly, by a rudder whose reaction is a function of the flying
machine's velocity of translation. To make a statement in a Specification of so

page_text: DESCRITTION
PRAW
Fig. 1 is a side view of my flying machine with its engine flexed. < represents
a hollow girder which both acts as part of the framing of the machine and permits
its hollow interior to form a steam passage from the boiler b to the cylinder c
by means of the connector d, diaphragmed hollow trunnion, c, and steam pipe f.
The exhaust from this cylinder c passes out through a corresponding pipe (not
shown in this figure but shown at Fig. 3) on the opposite side of the cylinder,
then through a hollow girder (similar to k but just behind it and so not seen in
this figure, drawn in Fig. 3 and designated by i therein) into the condenser j.
[Only the outer casing-sometimes used-is shown of the condenser in this figure.]
Hence after giving up most of its heat to the gas contained therein it is liquefied
and passes away by the tube o to the pump p by means of which it is returned to
the boiler. On the other hand the more volatilizable fluid in the inner con-
centric tubes of the condenser [see Figs. 5, 6, & 8] being heated by the steam in
the "jacket "whereby they are surrounded; pass through the frame pipe, to
the connector 1, diaphragmed trunnion e, to the steam pipe m into the cylinder c¹,
whence it is either discharged or (commonly-when combustible) burnt under
the boiler 6 being conveyed to it by the framing pipe, on the other side of the
boiler to that represented, just behind a in projection. Of course an air pump
may be used and placed near to p. The steering propeller y with reversing gear
[with shifting clutch whose lever is easily controlled by the foot] is driven by a
Hexible shaft t. In the same manner another screw (for propulsion) = (whose
axis is parallel to the machine) may be put at the back and similarly driven by

page_text: a flexible shaft which passes through the tubular boiler b, the shaft being o
course protected by a metal casing. However with well shaped wings, the scre
is quite unnecessary for propulsion, and therefore may be omitted or replaced b
a tail, unless the screw is needed for manoeuvring. Indeed a tail similar to tha
represented in Fig. may be used with the screw, provided this latter is inad
small enough, and driven fast enough by multiplying goar. The rod s (part o
which is represented as broken away) carries a hand wheel or crank by which i
is turned for the purpose of opening the valve or tap in the pipe (preferably
under the boiler case) conveying steam from the boiler 6 to the hollow girder
(which latter of course has a diaphragm or partition about the point 6'). A roc
and hand wheel with similar functions opens the valve controlling the exit o
steam or gas from the evaporator tubes in to the pipe k, by which the cylinder c
is supplied with vapour or steam. Most of the stays and struts (for strengthening
the frame) in this and the following figures are omitted to avoid complication in
the figure and as their position and proportions are obvious matters of engineering
detail. Also a condensed-gas holder j₁ may be used (if it is thought desirable)
generally occupying a position [similar to that shown in Fig. 5] in front of the
condenser and evaporator j. Likewise, water holders may be placed at positions
suitable for balance, to supply water, if the steam in the boiler b is not wholly
condensed in j, and the uncondensed steam blown into the air. Of course in such
case there is no need of an air pump which is therefore omitted from the figures,
as its weight, and the additional complication of machinery caused by its employ-
ment commonly counterbalances the value of the imperfect vacuum secured by
its aid. Moreover, in this latter case-viz.-where there is some uncondensed
steam which cannot be forced back into the boiler, the heat of such steam can
be partly utilized to raise the temperature of the liquefied gas in the holder
(and thus enable it to be transferred more easily into the evaporator), by
surrounding by a jacket" and allowing the stean spoken of to circulate
round within it ere it is discharged into the air. Of course the boiler 6 is supposed
to be heated by a lamp or furnace of any convenient forin such for example as
those spoken of in my Specifications No. 13,431 for 1889 No. 15,920 of 1890,
No. 21,885 of 1891 or No. 4,645 of 1892.
6
Fig. 2 is a representation of part of the same flying machine with its engine
unflexed, and part of the cylindrical casing connecting the cylinders removed in
order to show the way the valves are worked which valves are moved either by a
method similar to that described in my Specification No. 15,920 for 1890, or with
the slight modifications shown in the figure. As the letters refer to the parts
previously described in Fig. 1, no further elucidation of the functions of the
diverse parts appears necessary.
Fig. 3 is a front view of the cylinder system of the same flying machine showing
clearly the wing levers wand w¹ and how they are actuated by the cylinders.
The other letters refer to the same parts as before.
Fig. 4 is merely introduced to show the wheel-work by means of which the
steering shaft t is driven from the main crank shaft q.
"
Fig. 5 is a side view of a flying machine which is actuated by the same two
fluid process; the cylinder system being similar to that described in my previous
Specifications Nos. 9,725 and 21,885 of 1888 and 1891 respectively, the valve
motion and steam pipes being only modified to suit the new conditions. Here (as
before in Fig. 1) a is the frame-pipe conveying steam from the "boiler b to the
cylinder c through the connector d, hollow trunnion e, and steam pipe f. Of course
the hollow tunnion e is diaphragmned so as to pass steam up the left hand half of
the pipe [there being a partition down the centre] round by the pipe passing
at the back of the cylinder, to the steam chests in front. From this steam chest,
the exhaust passes through the pipe g, connector h, other half of diaphragined
trunnion e, framing-pipe i, to the condenser j. In the interior of the steam pipes
of the condenser are some concentric fluid-holding pipes, whose vaporized contents
pass by a framing pipe just behind i to work the small cylinder c', whose exhaust-

page_text: when combustible-then passes through a framing pipe behind a to the furnace of
the boiler b, by suitable and self-evident connections. On the other hand the
condensed steam is carried through o and a corresponding pipe o' (not shown) to
the pump p, and by the "donkey pump" [actuated by the supplementary
cylinder uj is forced back to the boiler b. The functions of the dead point
passer (see also my Specification No. 9725 of 1888); fly wheel x; and steering.
screw y with its reversing lever 1, and rope 11, are apparently shown clearly
enough without further description in words. An air pump and condensed gas
holder are sometimes employed. Also a tail may be added (if desired) as shown
in the next figure. While a rod & having a suitable hand wheel or crank may
control the exit of the live steam from the boiler by a suitable valve, or tap, and
its entrance into the pipe a be thereby regulated; [the valve and pipe connections
being under the boiler casing are not shown on the drawing]
Fig. 6 is a plan of part of the same flying machine introduced chiefly to
illustrate the reversing gear of the steering screw y [the reversing lever being
vertically over the clutch r, and the pipes ƒ and g whose connections are more
clearly seen than in the previous figure. The meaning of the parts designated by
the other letters is evident, 21, 21, being parts of the tail piece above spoken of
and sometimes used. The rod 8' (shown broken away to prevent its concealing
other parts) controls the valve leading from the boiler b by means of a hand
wheel (see Fig. 5). And a vertical rod with valve or hand wheel (or crank)
controls the entrance of steam (or gas or vapour) from the evaporator (or small
tubes within the condenser) into the framing-tube k (see Fig. 7) whence some of
it goes to work the small cylinder c', and another portion to actuate the donkey
pump by means of the supplementary tube u¹.
Fig. 7 is a front view of the cylinder system of Figs. 5 and 6, where ƒ and g
represent the steam and exhaust pipes respectively of the large cylinder, while i is
the framing tube for the steam exhaust and that for the vapour supply. Further
at n is shown the way the steam passes to the small cylinder using part of the
hollow plummer block as channel; the exhaust being drawn off in an entirely
similar fashion but the pipes are not visible in the figure. wand ware the wing
levers, and 8 the stem chest.
Fig. 8 represents the same flying machine with its cylinder flexed; and one of
the condenser tubes broken away to show the evaporator tube within. But as all
the other parts shown are lettered in the same way as the like parts of the previous
figures no more need be said thereof.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed, I declare that what I
claim is
1st. Flying machines actuated by prime movers or motors, wherein the exhaust
vapour or steam from one cylinder or set of cylinders is condensed by a more
volatile liquid, which being vaporized in turn drives a second cylinder, or set of
cylinders, the exhaust gas from this (or these) last being burnt or ejected into
the air.
2nd. The flying machine with double cylinder engine, boiler, condenser, and
vaporizer and steering screw substantially as described and delineated in the
drawings Figs. 1, 2, 3 and 4.
3rd. The Hying machine with double cylinder engine, boiler, condenser, and
vaporizer and steering screw substantially as described and delineated in the
drawings Figs. 5, 6 and 7
4th. The hollow trunnion and hollow framing arrangement with the necessary
piping for steam distribution and valve motion substantially as described and
shown in the drawings Figs. 1, 2, 3 and 4.
5th. The hollow trunnion and hollow framing
arrangement with the necessary
piping for steam distribution and valve notion substantially as described and
delineated in the drawings Figs. 5, 6, 7 and 8.

page_text: 6th. The steering screw with its reversing clutch motion substantially as
described and shown in the drawings Figs. 1, 2.
7th. The steering screw gear with its reversing clutch motion substantially as
described and shown in the drawings Figs. 5 & 6.