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 THE ROBERT E. COWflN COLLECTION 
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 'JNIVFR.'^TTY OF T R 1. 1 PY^ R Nlfl 
 
 C, R HUNTINGTON 
 
 JUNE. 18Q7. 
 
 Accessiori No, %^. ^^^^'Class'No, 
 
 University of California • Berkeley 
 
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Digitized by tine Internet Arciiive 
 
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 http://www.archive.org/details/bottsairshipprobOObottricli 
 
— I 
 
 BOTTS' AIR-SHIP. 
 
 The Problem of Aerial Navigation, 
 
 BT 
 BARNET N. BOTTS. 
 
 TliSO R0<SIES, - . CAlIFOItmA. 
 
The Problem of Aerial Navigation, 
 
 By BARNET N. BOTTS. 
 
 Thfi inventor is sending out this paper 
 for the purpose of securing financial aid to 
 build a practical workiug air-ship. Several 
 suggestions are also niiuie, and ideas ad- 
 vanced, in regard to different forms of air- 
 ships. Having a()plied for a United States 
 patent, and neglecting to explain in the 
 specification the laws upon which the in- 
 vention is based, when the cas^ cam*' up 
 for examination the Examiner looked 
 upon its successful operHtion as being 
 i-ouiewhat doubtful, without the us'e of a 
 gas field to suspend it in the air, and the 
 Patent Office held it to be inoperative, call- 
 ing for a model capable of ascension and 
 propulsion. A machine will have to be 
 furnished before any further siction will be 
 taken by the office. This will be a very 
 expensive niachine to build and the in- 
 ventor is not prepared financially to carry 
 it out. He has taken this course, calling 
 for help, by sending out this paper to 
 Scientific and Aeronautical Societies, thus 
 placing it before those who will comprehend 
 the fundamental principles upon which the 
 invention is based. The inventor exptcrs 
 no assistance except by giving undoubted 
 proof that his machin is practical. 
 
 The following explanations are given in 
 the form of a discussion between A and B, 
 in order that the points may be brought 
 out more clearly. Believing; the .following 
 explanations are sufficient to convince the 
 most skeptical, in regard to the successful 
 operation of the machine, the inventor is 
 prepared to correspond with those who 
 may be interested in the invention. 
 
 A— Mr. B, I. understand ydu have inven- 
 ted an air-ship, and I am here to criticise 
 on your invention. I am an engineer by 
 profession, and during my life, have made 
 l^atural Pliilosophy a study. I wish now 
 to deal only with fundamental principles. 
 You will understand. Mr. B, that in order 
 to determine the possibiiittt s of an inven- 
 tion, we must look beneath the form, to the 
 law; and there the facts will be di^clos. d, 
 which will tell the story of its pos-ibiliiies. 
 Now 1 wish you to give a cle;ir and exnct 
 explauHtioD of the laws upon which your 
 invenli.)n is base(i, 1 will be your critic 
 while you give your explanation. 
 
 B — Mr. A, in regard to the general fea- 
 ture of my air-sliip, it consists of a horizdn- 
 tal, cigir-shaped cylinder, with a central, 
 uprigut. hollow mast. An aircoinpressMr 
 and motor are placed within the cylimier, 
 the cylinder forming the car. The inlet 
 pipes tu the air compressor open out at tlie 
 top side of the car. The Outlet pipes ex- 
 tend from the compressor up into the 
 hollow mast. When they have reached a 
 [loiiit above the top siue of the car, they 
 ixtend horizontally in opposite directions 
 and at right anglea to the length of the car. 
 
 Their ends then extend vertically down- 
 ward and form fiairing nozzles. The action 
 of the compressor draws the air in tlirough 
 the inlet pipes and throws it out ttirough 
 the outlet pipes. Thu." the air entering the 
 inlet pipes vertically downward, will by the 
 so called suction lift tlu- ship vertically up- 
 ward, and the air flowing vertically down- 
 ward from the outlet pipes or nozzles, past 
 the sides of the car, in the form of jets, will 
 by reaction from the outer atmosphere, 
 pusti the ship vertically upward. We 
 thus have the lifting power of the suction 
 nozzles and the out.lowing jets of air. The 
 niouihs of the air jet nozzles are placed 
 al..)ve tlie cHiiter <jf gravity of the ship, 
 to prevent capsizing, as the main lift conies 
 on them, and they are resting on the 
 pointed ends of cones of compre.ssed air. 
 The ujoii'iis ol the nozzles are made fiair- 
 ing to prevent the hissing noise of com- 
 pressed air passing them, which would 
 otherwise occur. A laree horizontal plane 
 is fixed on the mast mentioned above, 
 and in case the machinery should cease 
 toad, and tht ship start to fall, this 
 horizontal plane is forced sidewise against 
 the air which slides it up a short distance 
 along the mast whicti it surrounds. This 
 action of the piane opens a valve and 
 adiiiiis compressed air from a chamber 
 within I he car, to the jet nozzles. The jets 
 of air flowit)g from these nozzles, form 
 aerial parachutes; and this stored up 
 emergency power will maintain them 
 till the ship can safely de>ceud to the 
 earth. To maintain thet>Jiipin an upright 
 position during flight, plumb boba are 
 fixed upon the car, capable of swinging 
 back and ftrth and sidewise. In case the 
 ship tilts from an upright position, the 
 pluuib b.)bs maintaining a vertical posi. 
 tion,opeii ports and throw a jet of air 
 from a nozzle extenliny; in the directi;)n 
 to wliich the ship is nited. The reaction 
 of the jet ot air rights the ship. 
 
 A— Mr. B, have you not yet learned 
 that an enormous amount of energy is 
 consumed in producing an air jet whose 
 reaction iscompiratively mjthing? 
 
 B — Yes, Mr. A, I have learned that this 
 is or is not the case. 
 
 A— Mr. B, you understand we have 
 been trying for a long time, to get up an 
 air-ship capable of ascension without the 
 u<e of a gas field. You also understand 
 that no steam engine or other motor, has 
 ever been capable of lifting itself in the 
 air. The difficulty Mr. B, has been this: 
 we have never been able to get a motor 
 suiriciently light, for the amount of 
 energy it produced. It simply consists 
 in securing a lig:hter motor with a greater 
 power. When we advance far enough in 
 this direction we will navigate the air. 
 
H— Mr. A, lam prepared to tell you I 
 have a different course to pursue, from 
 that wbicb you mention. I have discov- 
 ered a way to double, quadruple and mul- 
 tiply tbe lifting capacity of an air-ship, 
 Khuo3t without limit. Mind you, this can 
 be accoiuplinhed without iticreasing the 
 weight or power of the motor, or weight of 
 Jtny pjirt of the air-ship. You understand 
 the different motors as we have them now 
 in their present condition, are capable of 
 lifting them-^ielves into the air and many 
 titnes double their weight. They alref/dy 
 yield sufficient meclmnical power to do all 
 this. But in all air-ships so far, the main 
 portion of the power has been wasted, 
 bt'Cawse it has never been properly applied. 
 It has nol been the plans and forms of the 
 air-ship which were ar fait, but their pro- 
 portions aiKi incline surfaces and the like. 
 It seems that these inventors or bnildeis 
 of air-ships have not umierstood the laws 
 upon which their inventions were based; 
 find the rn-ult is, they have nut had tho.-^e 
 laws to guide them to ."uccf'ss. li has been 
 like trying to solve a problem in mathe- 
 matics without a rule, 
 
 A — But Mr. B, 1 want an explanation 
 about how you are going to increase the 
 lifting capacity of your air ship without 
 increasing the power of the sustaining 
 motor. 
 
 B— Mr. A, it is accomplished by air 
 jets of large volume, under low pressure 
 and velocity. 
 
 A — Mr. B, do you mean to say that 
 a jet ot air of large volume under low 
 pressure and veincity, lifts a greater 
 weight than one of smaller volume with 
 high pre-isure and velocity, with equal 
 amounts of energy consuiued per secuud 
 in each case? 
 
 B— Yes Mr. A, that is just what I mean 
 to say; let us force a large volume of air 
 under low pressure and velocity, through 
 passagr s of large dimensions, and we are 
 on the road to success. For^illustraiion, 
 we will takt two air-ships exactly alike 
 in form ami weight, but iu one the nozzles 
 and aerial p.issages throitghout contam 
 gi-Tjater diameters than ll)e other. To be 
 exact we will say they contain just eight 
 times the area of the other. A given 
 power with the enlarged area, will lift 
 just double the weight to that iti tbe 
 other case, nor is it necessary to increase 
 strength or weiglit of the parts upon 
 which the strain of the compressed air 
 rest-*, for the reason that as tbe dimensions 
 of the parts are enlargea, the air |)ressure 
 per jijuare inch is reduced proportionally. . 
 
 A — 1 understand your theory Mr. B, 
 now I ask you to prove all this. It is 
 very easy to say this is so and so, but it 
 is another thing to prove it. 
 
 B— yon are aware of the fact Mr. A, 
 that if we double the yelocitj' of a body 
 
 moving through the air, we will quadruple 
 its resistance. Suppose Mr. A, we have 
 two parachutes; one has an area of one 
 hundred square feet, and the other an 
 area of four hundred square feet. We 
 place on these parachutes loads which 
 make them descend at equal velocities. 
 We place on the larger one a load of one 
 liundred pounds, and in order to make 
 them descend at e<jual rates, we place on 
 the smaller one a load of twenty-five 
 pounds, for the reason that it contains 
 only one fourth the area of the larger one. 
 Jhow if we place a load of one hundred 
 pounds on the smaller one, this load 
 will cause it to descend at such a rate 
 that it will be constantly meeting with 
 the same resistance from the air as that 
 of the larger one at its slower velocity. 
 And this rate will be double that of the 
 larger one, for the reason that we have 
 quadrupled its resistance against the air, 
 by doubling its velocity. Tbus you ob.^erve, 
 it we quadruple the area of a parachute, 
 it is compeiUd to descend at only one half 
 that of its former rate, in order to meet 
 with the .-ame resistance. In this case 
 of the falling parachutes, the parachutes 
 themselves are supposed to contain equal 
 weights. 
 
 iSuppose Mr. A, we have a combination 
 consisting of a steam engine and boiler; 
 and on the outer end of the piston 
 rod we have fixed a broad plane hav- 
 ing a.a area of one hundred square feet. 
 Suppose we so ar.-ange tlii-j combinati(jn 
 that tlie pijtoti roit by the action of the 
 steam, moves the plane constantly 
 vertically downward sidewise against the 
 air. We will call this coiutiination an il- 
 lustrative air-ship. The plane being moved 
 vertically downward, reacts against tbe 
 air and iind.s to lift the ship and hold it in 
 the air. Suppose this plane has to be 
 nn.iveU downward against the air, at tbe 
 rale of one hundred feet per second, in 
 order to gain sufficient reaction to sustain 
 a weight of one hundred pounds. We 
 now remove this plane and replace it with 
 one having an area of four hundred square 
 feet. Now according to the laws illustrated 
 in the case of the parachutes, the engine 
 has to move this larger platie at only 
 fifty feet per second against the air, iu 
 order to gain sufficient reaction to sustain 
 a weight of one hundred pounds. What 
 is this we have? A plane with an area 
 of one hundred square feet, moving 
 against the air at the rate of one hundred 
 feet per second and sustaining a weight 
 of one Jiundred pounds. And in the 
 second case a plane having an area of four 
 hundred square feet, moving at the rate 
 of fifty feet per second and sustaining a 
 weight of one hundred pounds. Now in 
 tbe first case, the engine has to move a 
 load of one hundred pounds, at the rate 
 
Mfone hundred feet per second, in order 
 tj sustain a one hundred pound weight. 
 And in the second ca'ie, it has to move 
 ;i load of one bundred pounds, at the rate 
 uf onlj' fifiy feet per second, to accomplish 
 ihis. Mr. A, you are well aware of the 
 fact, ihat it requires double the power to 
 move a load at the rate of one hundred 
 feet per second, to that which is required 
 to move it at the rate of fifty feet per 
 second. You now observe the advantage 
 of the hirger plaiie. It. only required 
 one-naif the power to sustain the one 
 hundred pound load, by using the larger 
 plane, to that which was required to sus- 
 tain thd same load with the smaller plane. 
 Stt then ii comes to this : We can lift the 
 one huiulrd pound load with one-half 
 the power, if we quadruple the area of 
 the plane. Now if we choose we can 
 double this quadrupled area of the plane 
 and lift two hundred pnunds uisteai) of 
 one, by using !l)H full power of die motor. 
 Mr. A, you are probably aware of ihe 
 fact, that in the case of Ihe well known 
 water wheels, where tbe power i-i applied 
 by tbrowing jets of water atrainst paddles 
 fixed upon their i)t ripheries. that they 
 require gearing according to tbe velocity 
 of the jet hi' which thev are actualed. A 
 large jet under low pressure an^i velocity, 
 rotates the wheel with great force, but 
 at a slow rate of motion; and a small jet 
 under high pressure and velocity, rotates 
 its wheel at a high velocity, ibough it has 
 but little force, till we inrroduce gearing 
 to decrease the motion and increase the 
 purchase. Keep in memory the fact, 
 that in the case of botli the large aiid 
 small jets, they are supjio^ed to transmit 
 equal amounts of energy |>er second, frotn 
 their nozzles to ibeir wheels. It is clear 
 Mr. A, that tbe consrant strain between 
 the nozzle and paddles on tbe wheel, in 
 the case of tbe larger jet with low pres- 
 sure and velocity, is grca'ei' than that in 
 tbe other case, altbougb they are trans- 
 niittiug equal anKUUits of energy {)er sec- 
 ond, from their nozzle^ to their wlieels. 
 
 Mr. A, I read an account in a 8cien- 
 tihc paper, which illustrated this law: 
 The statement was made that a spiders 
 we^i forming a belt ano placed on pul- 
 leys correspondingly dedicate, would by 
 tr;iveiing at the velocity of dgbt, trans- 
 mit about two hundred and fifty horse 
 poscer. You are aware of the fa(!t, Mr, 
 A, that in that case an enormous amount 
 of energy would be transmitted from 
 point to point per stoond, but the strain 
 npoti the vehicle which conveyed this 
 energy would be excedingiy stuall. Now 
 Mr. A, the larger plane in ti.e case of 
 tbe illustrative air-ship, and the larger 
 jet of water in the case of the water 
 wheels, represent the larger jet of air in 
 the case of tbe air-ship. They illustrate 
 
 the fact,thatas we decrease their velocity, 
 we increase their pressure or reaction; 
 And in the case of the spiders web travel- 
 ing at the velocity of light, the fact is 
 shown what a great amount of energy can 
 be transmitted from point to point per sec- 
 ond in the case of the air jets with but little 
 pressure or reaction as in that of the 
 spiders web. Now we may consider it 
 a natural law, that for transmitting a 
 given amount of energy, in a given time 
 from point to point, as we increase the 
 velocity of the vehicle conveying this 
 energy, the constant strain or nressute 
 on this vehicle is decreased, no matter 
 whtit form or nature this vehicle is. It 
 may be planes of air-ships moving di- 
 rectly or indirectly against the air. It 
 m«y be a belt fixed on pulleys, a revolving 
 shaft or a reciprocating piston rod, a jet 
 of water or a jet of air. Th- se are all 
 simply cases of ir.msmission of energy 
 from puiiit to point, To makrt this c-tse 
 more clear, in regard to transmitting 
 enert;y from poirit to point, we wilt for 
 illustration sn()po<e a belt to carry Oiie 
 hundreii p mnils at the rate fif t^n feet 
 per second. It will then transmit from 
 point to point one thousand foot pounds 
 of energy per sec. nd. VVe now suppose 
 the belt carries a load of fifty pounds; 
 you iind<-rstind tiien it will have to carry 
 this load at tbe rate of twenty feet per 
 second, in order to transiiiit the one 
 tiKuisand foot pounds per second. You 
 observ • in this case, that we doubled the 
 velocity of the vehicle and traiiMuitted 
 tbe one iliousand footpounds per second, 
 tbou'jrh the strain upon the vehicle was 
 only one half that in former case. This 
 then makes it clear, that as we increase 
 the speed (if the vehicle carrying a given 
 amount of energy per second, we lessen 
 the strain upon it, and yet convey the 
 same amount \'^■c -:ec:)nd as before. Now 
 in tbe case ol the air jets, they are similar 
 to bent springs placeil betw en bearings. 
 The springs being in a state of ten-ion 
 and pressing equally against each of their 
 bearings. The mouths of the nozzles 
 form on" of their bearings and the outer 
 atmosphere the other. And the weakest 
 points in the air-jet springs (shall I call 
 them) are immediately at the mouths of 
 tbe nozzles, where the velocity of the 
 jets are greatest. 
 
 A— But Mr. B, I suppose we shall have 
 to give up the idea that a small propeller 
 moving at a high velocity, will bring about 
 as great a reaction as a large one moving 
 at a slow velocity, with an equal power 
 in each case to actuate them. 
 
 B— Yes Mr. A, that idea will have to 
 be given up in all forms of propellers. A 
 plane moving broad-sided directly or 
 indirectly against the air, is practically 
 the same ; and this law we have been 
 
discussing applies to all. 
 
 A— Then Mr. B, You mean to say this 
 law applies to all air-ships, such as those 
 using horizontal screws, aeroplanes etc.? 
 
 B — Yes Mr. A, it applies to all, inde- 
 pendent of their form. You understand 
 Mr. A, that in the case of propellers 
 moving against this yielding medium, 
 — the atmosphere, our object is to secure 
 a foothold ; and if this foothold yields in 
 the least, under the pressure of the pro- 
 peller, it means just that much dead loss 
 in the energy of the motor. The larger 
 then the surface of the propeller, moving 
 against this yielding medium, the better 
 is the foothold, and the less the loss of 
 power. In order that there be no loss of 
 power, the area of the propeller must be 
 brought to such great dimensions, giving 
 such a great foothold on the air, that 
 it will not yield at all from the pressure 
 of the propeller. But these dsmensiuns 
 can never be reached, either in practice 
 or theory. The practical diiuens'ions 
 which may be rtached, can only be de- 
 termined by experiment. So we may 
 conclude without a doubt, that in all 
 air-ships of the coming future, at best, 
 we will always have a heavy and unavoid- 
 able loss of energy from this source. 
 
 A— Mr. B, in regard to a revolving 
 horizoptal screw, 1 suppose you njean to 
 crowd the air vertically downward, thus 
 gaining the reaction to lift the ship. 
 
 B— Yes Mr. A, that is the idea. 
 
 A — Mr, B, suppose I had an air-ship on 
 this plan, what change would 1 have to 
 make, to double its lifting capacity, 
 without increasing the power of the sus- 
 taining motor? 
 
 B— You would have to multiply the 
 area of the blades of the screw to eight fold. 
 
 A— Mr. B, 1 would like to a^k you the 
 same question in regard to the air ship 
 with aeroplanes. 
 
 B— Mr. A, suppose in the cases 1 am 
 about to explain, that tbe air-ships daring 
 their flights are to remain at a constant 
 elevation, and in all cases to move at the 
 .same rate, and exactly horizontally. Now 
 Mr. A, you may double the lifting capac- 
 ity of the ship by multiplying the area 
 of the aeroplane to eight fold, and fixing 
 it at such an incline from a horizontal 
 position, that it will crowd the air down- 
 ward from its under surface at one-half 
 that of the former rate. In this case 
 the area of the blades of the screw which 
 propells the ship, do not have to be 
 modified. And tbere is another way 
 Mr. A, in which you can double the 
 lifting capacity of your ship without 
 increasing the power of the sustaining 
 motor. It is accomplished by doubling 
 the area of the aeroplane and letting it 
 remain at its former incline. And then 
 multiplying the areas of the blades of 
 
 the screw to eightfold, 
 
 A— Mr. B, in regard to modifying the 
 area and incline of the aeroplane, and 
 areas of the blades of the screw, in order 
 to double the lifting capacity of the sLip 
 without increasing the power of the sus- 
 taining motor, 1 want you to explain 
 this: Why are these particular changes 
 necessary to bring ab-iut this result? 
 
 B— Mr. A, They are in harmony witb 
 the law pointed out in the case of the il- 
 lustrative air-ship, where the fact was 
 shown we might by multiplying the area of 
 a plane to eight fold, and allowing its sur- 
 face to move against the air, either directly 
 or indirectly at one-half its former rate, 
 double the lifting capacity of the air-sqip. 
 Now in regard to the ship with the af-ro- 
 plane; You niultiijlifd ihe area of the 
 aeroplane to eight told, and fixed it at such 
 an incline that itwould crowd the air down 
 at only one-half the former rate. The aero- 
 plane now descends in the yielding air at 
 only one -half its former rate. And at the 
 same time it is gliding upward, I might 
 say at one-half the former rate, thus re- 
 maining at a constant elevation. The aero- 
 plane now, does not have to be pushed up 
 so steep an incline as before. With its load 
 it has only to be glided upward in the air 
 half so tiigh in a giyen time, and decends 
 only half so far in that time. For this 
 reason it will sustain double the load with 
 the former power, and in regard to the sec- 
 ond case of modifying tbe aeroplane, you 
 double its area and lift it at its former 
 incline. This doubled area calls tor double 
 the horizontal pressure, to move the ship 
 at its former rate carrying double the load, 
 because of the incline of the aeroplane not 
 having been changed, and was compelled 
 to glide upward in the air at as steep an 
 angle as before any modifications were 
 made and at the former rate. Or we can 
 illustrate the case equally clare by saying, 
 the aeroplane crowded the air downward, 
 and this doubled liorizontal pressure was 
 then secured by multiplying the area of 
 the blades of the screw to eight fold. 
 Now the explanation of the modified 
 areas etc., of tiie screw blades of the air- 
 ship using horizontal screws, explains the 
 philosophy of those on the ships using 
 aeroplanes. The revolving horizontal 
 screws crowd the air downward practi- 
 cally the same as the plane in the case of 
 the illustrative air-ship, as do the aero- 
 planes, for the inclined blades of the 
 screw are only aeroplanes moving in a 
 circular path ; and in the case of the 
 illustrative air-ship, it was shown that 
 when the area of the plane was multiplied 
 to eight fold, we could lift double the 
 weight without increasing the power, 
 for the same reason we can do so in this 
 case. Accrding to fundamental principles 
 we are not confined to any particular 
 
iiiclinein case of the blades of the horizontal 
 s( rew. If we modify their incline, and 
 iHii-e Iheir i>lane to lie more nejirly par- 
 aljfl to the V)lane of rotation of Uie screw, 
 tlitn iliev can not crowd the air so far 
 away dnrirg erich revointion of the screw. 
 TliP velocity of the screw would then have 
 tu be increased in order to move the air 
 away at the i^anie rate at which it was 
 iiiiived before we iTiodUied tiie incline of 
 tie blades. And since we h:ive this niud- 
 jlication. it will siiuply resnii in a liij^her 
 velocity of the ^crew. In the end the screw 
 would move the air awai' ar the sanie pare 
 as before we n>oditieii the incline o{ its 
 blades. Let me say Mr. A, that experi- 
 ment ndfiht prove a particular incline ot 
 the blades of the screw to be of the irvearest 
 importance, even if f;enerai f)rniciples do 
 imlicaie the reverse. Now 1 Oesire lo suj.-- 
 fjest. Mr. A, a plan for an air-ship whu.se 
 power is supplied by stored compressed air. 
 It contains a long horizontal cylinder 
 filled with compre-'sed air at a very lii>;h 
 jiressnre. The cylinder tortus the body of 
 tiie air-ship. Kniarjied nozzle.^ are to be 
 l)iaced along the sides of this cylinder, 
 one row on each side, the rows extending 
 along the full length of the cylinder with 
 their mouths extending downward. The 
 nozzles in each row are placed one imnie- 
 diaiely in the rear of the other. l>uring 
 the flight of the ship, the nozzles in each 
 row will all move through the same path 
 and present little surface for resistance 
 against the air. Their mouths which are 
 the points of suspension for the ship, are 
 placed above the center of its gruvitv to 
 prevent capsizing. The com pressed air 
 will flow through small pines into the en- 
 larged nozzles and there exi>aiu1 and |)ro- 
 duce a lower pressure before passing out 
 from them into the op- n air. Thii^ we 
 have by means of the enlarged nozzles 
 large volumes of air Mowing from them 
 under low pressure and velocilj'. which 
 produces a far greater reacticjn or lifting 
 power, than had the compressed air flown 
 directly into the outer, atmosphere bi-fore 
 descending to a. lower pressure and larger 
 volume. We also have a large nutuber ttf 
 eidargeti nozzles, thus se«uiring great nozzle 
 area and consequent economy of power. 
 In regard to the appiianccj to nudntain 
 the ship in hu upright position during its 
 tlight, and to prevent it from fallint; in case 
 of accident, the arrangements mentioned 
 in the air-ship above, using air jets, are 
 erpially adapted to this ca-e. But you 
 will understand Mr. A, that the ship could 
 not travel as long journeys as those carry- 
 ing an engine ami feul. It would have to 
 land occassionally for a renewed supply of 
 compressed air. You understand it is pos- 
 sible to carry only a fracti(Mi of the energy 
 in the form of compresseil air. to that which 
 may be carried in the form of oil, coal etc. 
 
 -5- 
 
 A— Mr. 13, I want to suggest placing a 
 small engine on a shin of tliis Jiind, and 
 wi.en o 1 a lout; iourney land occassionally 
 and sujiply fiiei lor the engine, and charge 
 the ship with a new su|)ply of compressed 
 air while resting ou the earth. Now Mr. 
 B, would there not be a great loss of 
 energy by the ^impressed air descending 
 to <i low pressure Pefore passing out 
 frr.ni the enlarged nnzziesV 
 
 r>— Yes, but th • material from which 
 the energy is extract; cl is not carried ou 
 the ship, so it niakes no difference as 
 fai as the air-ship is concerned. 
 
 A — Mr. li, in case the cyhnder is of 
 laiue dimensions, but thin and light, it 
 would hold a large quantity of air at a low 
 pressure; bat if its dimens'ons are 
 siiKd'er it would have to be very thick 
 a'lii he^ivy in proportion to its dimensions, 
 to hold ihesania iin:<ntiiy of air, because 
 of the hi^jher jiressnre which is brought 
 aliou'. Now it is desirable to iiave the 
 dinicnsions of the cylinder small as 
 jio-siU'e in order that u may be less 
 bii.ky. But the smaller cylinder must 
 h<iiti an eiiurtl amount of air to that of 
 the larmier one, independent of its pres- 
 sure. We must have the large quantity 
 of idr independent of the dimensions of 
 the cylinder, or pressure of the air within 
 it. 
 
 A— Mr B, I want to ask you this ques- 
 tion: Would there be any dilference 
 in l!ie weights of the large and small 
 cylinders, capable of holding equal ([Uan- 
 litits of compressed air at the ditlerent 
 pressures'.' 
 
 15-buppose Mr. A, we have a cylinder 
 one foot long and one foot in diameter, 
 and we have anotln-r ot?e one foot long 
 and six inches in diameter. Each cylinder 
 is made of one-eighth inch steel. We 
 will compress within the larger cylinder 
 two cubic teet pf air from its normal 
 pressure to one atmosphere. We will 
 compress within the smaller cylinder one 
 cubic foot of air The pressure in the 
 larger cylind r we suppose to be fifteen 
 pounds per squ-ire inch, and in the 
 smaller one thirty [lounds per square 
 inch, 'file smader cylinder has a .strain 
 double iharof the lamer one, but it can 
 stand double the pressure, because it 
 contains only one-half the diameter of 
 the larger one. The stnaller cydnder 
 conrains one-half the quantity of air to 
 that of the larger one, its weight is also 
 one-half thai of the larger cylinder, and 
 we suppose the two cylinders contain all 
 the i)re8sure they can bear. Now if we 
 make the smaller cylinder of one-fourtti 
 inch sLeel in place of one-eighth, as 
 before, we double its weight and strength. 
 And being thus strengthened we can 
 compress within it twice the quantity of 
 air it contained before. It will then con- 
 
fain the same weight as the lareier cyl- 
 inder and the same quantity of air, 
 You then observe that their weights are 
 the same in order to have sufiQcien'' 
 streugbt to stand the pressure brought 
 upon them, by containing equal quantities 
 of air. 
 
 A— But Mr. B, if the conipr»s8ed air 
 Hows from the smaller cylinder, under 
 its high pr( ssure, into the enlarged nuzzles, 
 and there descend to a low pre!»>ur»j before 
 pasiiing out from them, there is a much 
 greater amount of energy wanted than 
 lu the case of the large cylinder; be- 
 cause the pressure of the air must descend 
 from thirty pounds per squar inch in 
 the case of the smaller cylinder, before 
 doing useful work, and in the case of the 
 larger cylinder it would only have to de- 
 scend from fifteen poiiiids. You under- 
 stand that in the case of the smaller cyl- 
 inder, the compressed air cuniaihs much 
 more energy than thai of the larger one, 
 although the quantity of air contained in 
 each cylinder is the same. Now Mr. H, 
 we must necessarily have this high pres- 
 sure in order to reduce the bulk of the 
 cylinder. But 1 cannot fancy this enor- 
 mous waste of energy. Can you suggest 
 a way to prevent this loss? 
 
 B — Mr. A, I suggest placing an air com- 
 pressor on the ship, and allow the stored 
 compressed air from its reservoir, to actu- 
 ate this compressor while in the act of de- 
 scending to a low pressure, and allow the 
 exhaust from the compressor, which 
 would contain sufBcient pressure to supply 
 the enlarged nozzles. The compressor 
 then in return can compress more air into 
 the reservoir from which it received its 
 energy, thus there is no loss of energy 
 from that source. The utra weight ad- 
 ded in the shape of machinery, is small in 
 comparison to the power saved. Now Mr 
 A, with all our different air-ships, (those 
 useing air jets, aeroplanes, horizontal 
 screws etc.,) We have made these changes 
 and doubled their lifting capacities, with- 
 out increasing the power of the sustaining 
 motor. The fact is then clear, that we 
 can in a similar way, increase their lifting 
 capacities without limit, so far as this 
 law is concerned The practical limit can 
 only be determined by experiment. In 
 closing our discussion in regard to increas- 
 ing the lifting cafiacities of the air-ship, 
 1 will say the point we have been discus- 
 sing is based on that all-important natural 
 law, that to get the greatest reaction with 
 a given power, we must have the greatest 
 area moving against the resisting rat- 
 dium at the lowest velocity. 
 
 A— Now Mr. B, while we have all the 
 advantages of your plans, we must not 
 over-look the fact that it is desirable 
 still to have the lightest possible motor 
 with the greatest power, to operate our 
 
 air-ships. Can you suggest the plan of 
 an engine which would be lighter than 
 those we now have? You understand 
 by increasing the dimensions of the parts 
 in the air-ships as you have suggested, 
 that they are necessarilv somewhat 
 bulky, which is not desirable, as there 
 is a greater surface to move against the 
 air during their flight. And securing a 
 greater powtr to a given weight cf motor, 
 means either to decrease the dimensions 
 of the air ship, or carry a greater load. 
 
 B— Yes Mr. A, there is plan by which 
 this can be accomplished. It consists in 
 working the steam at the lowest possible 
 pressure. We suppose we have a boiler 
 furnishing steam at a high pressure; 
 This high pressure calls for strong and 
 heavy parts upon which it exerts its pres- 
 sure. Suppose this boiler furnishes steam 
 at a |)ressure of one-tenth that of the 
 former. The reduction in pressure will 
 permit us to reduce the strength and 
 weight of the parts upon which the pres- 
 sure comes, to on(-tenth that of the 
 former. Yet this boiler generates an 
 many foot pounds of energy in * given 
 time as before, for the reason that this 
 depends on the heating surface. The 
 heating surface being as great as it was 
 before, it then comes to this: We have 
 reduced the weight of the biiiler to one- 
 tenth that of its original and yet it gen- 
 erates as much energy in a given time 
 as before. But since we have reduced 
 the steam pressure, we will have to in- 
 crea.se the dimensions of the steam chest 
 to permit the low pressure to do mechan- 
 ical work as fast as it is g« nerated. You 
 understand we must have a greater pis- 
 ton area. The area must be increased 
 in proportion that the steam pressure 
 has been reduced. 
 
 A~Now .Mr. B, how abont diminishing 
 the weight of the water in the boiler? 
 
 B— Mr. A, i I case the water is contained 
 in the spact s among the Hues of the boiler, 
 the flues then should lie more closely to- 
 gether, thus giving less water space. It 
 would then require less water to till the 
 boiler and coyer all the heating surface. 
 The small amount of water then in the 
 boiler would be converted into steam and 
 pass out more quickly into the condenser, 
 to be returned by the injector. The result 
 would be, that the smaller amount of 
 water is used over more frequently in a 
 given time. It would probably be advis- 
 able to let the flues contain the water and 
 allow the heat to pass through the spaces 
 among them, for the reason that their 
 diameters being small, they will stand 
 the pressure with less thickness and 
 weight than in the case where a cylinder 
 of larger diameter surrounding the flues, 
 is required to stand the strain. This 
 cylinder will require great strength and 
 
weight because of its large iliameter. A. id 
 tor Lliis reason, ailow no parts with 
 Jarge (iimeiisions on wliich the steam 
 jire^bure comes, in this latter caie only 
 a light hall is required to surround the 
 Hues, to confine the heat to its \>Mh. 
 And it would refiuire a greater internal 
 fiirjiin to burst ihese tubes than rxterjial 
 pressure to collapse them. Kow in tiiis 
 case, to secure the greatest heatiiiB sur- 
 face with the smallest water space, the 
 tines contiiiniiig the water should have 
 as small a diameter as possible, because 
 if we lessen their diameters one-half, we 
 will lessen the amount of w-uer tlu^y 
 contain to one-fourth that of the for.i.nr 
 amount, and only lessen their hearinj; 
 surface one-lialf. They may be ma'.ie 
 much lighter with sullicient strenj^th to 
 si.itid the strain, becau-e of their smaller 
 diameters. 
 
 A— Mr. B, v/hile all these air-ships we 
 have been di*cu>sinK, mny be "-atisfactory 
 for slow velocities, we cannot sati^sfy our 
 selves without hi«l»er velocities. We 
 should travel several hundred miles per 
 hour, to carry our mail;^, if not pass- 
 enijera. Are there not fair prospects 
 that we will soon advance to this point? 
 
 E— Mr, A, You have i)robably observed 
 the fiigbt of dillerent birds— we take the 
 crane and the duck for illustration. Y<«u 
 will observe the crane is posi^essed of 
 wings, or sustainina; njechanism, with 
 very large surfaces, ni comparison to its 
 weight, to move aizainst the air. Due 
 the reverse is ihe case with th ■ dmk. 
 Now the condition of th,- crane with the 
 large surface of its sustaining apparatus, 
 means the greatest economy of tne 
 energy stored within its body, because 
 of the great areas of its wing moving 
 slowly against the air, being an exact 
 representation of the enlarged areas of tlie 
 Bustainiug surfaces of air-^hips. Thi- duck 
 possesses on the contrary a \ery heavy 
 body in compaiison to the area of its wings, 
 and you will observe during its liii^ht that 
 its wings mo-' e against the air at a very 
 rapid rate, in order to sustain the eom- 
 paratively great weight of its body. This 
 means a great wa^ti-of its stored energy, 
 and is a representf lion of the sustaiti- 
 ing surfaces of air-ships with small areas. 
 Now Mr. A, it is not difiicult to observe 
 tJie difference in the Might of these two 
 binls. The higbt of the crane being ex- 
 ceiiingly slow and awkward, and the 
 reverse being the case wirh the duck. 
 Now while the duck during its llii^ht, 
 loses far more energy per second, lo 
 each pound weight of its body than the 
 crane, it has the conditions jiresent to 
 enable it to reach a far greater velocity; 
 E-nd these conditions could not be present 
 without this heavy loss of energy. 
 
 A— Mr. B, what are these conditions 
 
 tnat enable the duck to reach its rapid 
 a>'-t«sion and flight? 
 
 U— Mr. A, you will observe the duck to 
 he more compact than the crane; this 
 is a condition suitable to rapid flight. 
 Kut most important of all is the fact, 
 tiiat it possesses the possibility of with- 
 drawing from its source a far greater 
 amount of energy in a given time, to 
 each pound weight of its body than that 
 of the crane. And in regard to the mcch- 
 atiism of the duck, which this energy 
 must actuate to bring about the rapid 
 ascension and horizontal flight, it is 
 undoubtedly a fact that the rapid flight 
 IS brought about by sucli a motion of 
 tiie wings that they force the air more 
 nearly directly backward, and at a more 
 raiiid rate tluin that of the crane. Ani 
 the smali snstaining surfaces or wings of 
 the duck moving downward against the 
 air at a rapid rate, have a tendency when 
 Itiey have released the weight of the duck 
 from its place of rest, to cause it to 
 ascend wiJi a bound similar to that of 
 a sky rocket, and for a similar reason; 
 wliile the crane with its enlarged sustain- 
 ing surfaces moving downward against 
 the air at a slow yeloity, is incapable of • 
 bringing about such a result. 
 
 A- But Mr. B what has all this about 
 the duck and the crane to do with air-ships? 
 
 B— It is my object to compare the build 
 and proportions of airships to the build 
 and proportions of the duck and crane. 
 Yim will observe-the comparatively bulky, 
 awkward and slow motioned air-ship 
 with large sustainiiit? surfaces representing 
 great economy in power, to be a repre- 
 sentation of, and is built on the plan of 
 the crane. But Mr. A, if we hope to 
 re.nch any great velocities with our air-ship 
 we must have the conditions of the duck. 
 We must have the conditions present 
 from which we can withdraw an enor- 
 mous amount of energy in a short per- 
 iod of lime. Yon understand we require 
 a very large nnmber of foot pounds of 
 energy per second to each pound weight 
 of the shii), in order to handle it quickly. 
 The shir, must, like the duck or sky- 
 rocket be capable of rising from the 
 earth with a bound. It must not consume 
 an hour in rising a thousand feet high, 
 but must quickly rise to an altitude 
 from which it takes its horizontal Might, for 
 the obje.;t of this ship is to travel the 
 greatest possible distance in a given time. 
 And its rapid ascension is required for 
 the reason th t it must land frequently 
 to renew its store of energy. When we 
 secure our energy and bring about the 
 conditions in order Ihat it may be used 
 rapidly as desired, we will; like the duck, 
 be able to ascend and travel horizontally 
 with great velocity. But remember, the 
 greatei portion of the energy, as in the 
 
(•a8e ot ll\e duck, wui necessarily ne lusi 
 ill hritiKiag about these conditions for 
 rapid H'giii. You understand that the 
 ■,ustaiiiing surfaces of the ship, liite that 
 ■A the duck, will be small and suitable 
 to rapid flight. 
 
 A— xMr. B, 1 want to know something 
 about how we are going to bring about 
 the conditions of the duck in our air- 
 ship? Will the possibilities of mechanics 
 and sourci'S of »-iiergy permit, thist to 
 be acconipli'^hed? 
 
 15— Mr. A, while we haye not quite 
 reached the possibilities of mechanics 
 nt-cessary for this condition,, it seems as 
 though it would not recjuire much inven- 
 tion to bring it about. And I will say 
 that gas and petroleum engines appear 
 to be most suitable. There appears no 
 reason why they can not be reduced 
 t.» an excedmgly small weight— to as 
 low as two or three pounds per horse 
 Dower I will venture to say. And in 
 regard to their sources of energy, they 
 ful-fill that all inii-ortant cuiulition, in 
 supplying the energy fast as required. 
 We do not require all this heavy ma- 
 chinery, boilers, water condensors and 
 so on, to be carried on the siiip, as in 
 case of the steam engine, to bring about 
 that result. When we have thus reduced 
 the weights of the engines, we have that 
 difficulty practically removed. In regard 
 to the weight of the fuel, we need fear 
 no difficulty, when it is considered that 
 one pound of petroleum contains fifteen 
 million foot pounds of enerjiy; and 
 there is no reason why we cannot secure 
 two-thirds of this for useful mechanical 
 work, when we make a little more pro- 
 gress. All we require is to bring to per- 
 fection the gas and petroleum engines, 
 and we can soon have an air-ship, capa- 
 ble of traveling at a great velocity in 
 the face of the heaviest tornado that 
 ever blew. 
 
 A— Mr. B, from what source will you 
 secure your gas in case you use a gas 
 engine? 
 
 B— it will 1)6 stored at a very high pres- 
 sure in a reservoir on bonrd the ship. If 
 you care to make the calculations it will 
 not be diliicult lo determine the number 
 of foot pounds of energy which can be 
 thus stored, to each pound weight of 
 the reservoir. 
 
 A— .\lr. B, In order then that our 
 ship shall reach this great velocity, and 
 in view of the fact of its heavy loss of 
 power even if we haye on board a large 
 supply of energy, it will sooner or later 
 becmue exhausted. 
 
 B— citations shall be arranged at suit- 
 abe points along the air-ship line 
 where the ship lands and secures new 
 supplies of <nergy. And the distance 
 apart at which these station.*- should be 
 placed will , depend on how far a supply 
 of energy will carry the ship. Whde 
 ••he ship consumes its supply of energy 
 
 -8- 
 
 TPATtriTP PPrtO 
 
 111 B OUU/l llllic, mini 11,3 i^icai/ Tciuv-Ji» 
 
 it will travel a great distance during tbat 
 time. And here let me remark, that 
 the above mentioued air-ship with the 
 stored compresned air and enlarged 
 nozzles is suitable to operate on this plan. 
 A— Mr. B, What is your idea in rei^ard 
 to transforming the energy of petroleum 
 directly into electricity? Of course you 
 are awitre, if it oau be accomplished, of 
 the advantaaes which would result, to 
 aerial navigation. 
 
 B— While such a discovery would be 
 of ()riceless value, it seems to me that it 
 will never be made. Yet there is such 
 a great unknown just before us— so much 
 to discover and so little that has been 
 discovered that we know not what is in 
 store for us. Mr. A, you are aware that 
 by decoui))osing zinc with an acid that 
 its stored energy, its chemical affinity, 
 is released and comes forth in the form 
 of electricity. But suppose you try de- 
 coiii posing iron or steel with this acid, 
 and its energy ironies out in the form of 
 heat, with n > electriiniy about it. I be- 
 lieve the reason ziiu; gives forth elec- 
 tricity, is because of its extraordinary 
 ciemiial coa> icunon, whicu no other 
 material known to the writer possesses; 
 and it seeius that it is not likely that 
 petroleum possesses this condition in the 
 absence of that iu thousands of other 
 materials which do not possess it. To 
 come right to the point Mr. A, it is un- 
 doubtedly a fact, that the mode of the 
 atomical motion brought about by the 
 decomposition of zinc, is alltogether dif- 
 ferent from that of other materials, and 
 this mode of motion happens to be the 
 same as that brought about in the coiH 
 of a dynamo by the magnets passing 
 them. Heat is evidently a simple recip- 
 rocating atomical motion. While in the 
 case of electricity, we have the best of 
 evidence by its manifestations, if not pos- 
 itive proof, that it consists in a rota.-y 
 reciprocating motion, of polarized atoms 
 on an axis. It seems to me that a fa- 
 miliar substance like patroleiim, if it con- 
 tains the possibility of giving forth elec- 
 tricity, would have given some manifes- 
 tation of it through accident or experi- 
 ment. Now Mr. A, while I hope my 
 views are wrong in regard to this, 1 fear 
 they are correct. And if they are, there 
 will be other methods developed which 
 will contain as small a weight per horse 
 power in machinery as is possible in this 
 case. 
 
 And in bringing our discussion to a 
 close. I will venture to say that the 
 dawning of the twentieth century will 
 find us operating air-ship lines across 
 continents exploring the unknown regions 
 of the earth by their aid, and possibly 
 soaring across the seas. 
 
 Barnet N. Botts, 
 Paso Robles, 
 
 January 1st., 1891.] California. 
 

 
 
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