Early flying machines

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The early flying machine covered all the aircraft that were studied or constructed prior to the development of modern aircraft in 1910. The story of modern flight began more than a century before the first successful manned aircraft, and thousands of planes most earlier in the year.

Video Early flying machines

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Legends

Since ancient times, there have been legends of people who install flying devices or flapping bird-like wings, stiff cloaks or other devices for themselves and trying to fly, usually by jumping from towers. The Greek legend of Daedalus and Icarus is one of the earliest to descend upon us. According to Ovid, Daedalus tied his feathers together to mimic the wings of birds. Other ancient legends include Vimana flying castles or Indian trains, Chariot Yehezkiel, various stories about the Magic carpet, and the myth of King of England Bladud, who conjured flying wings.

Jumper tower

Finally some try to build real flying devices, usually wings like birds, and try to fly by jumping from towers, hills, or cliffs. During this initial period the physical problems of lifting, stability, and control were not understood, and most attempts ended with serious injury or death when the tool lacked an effective horizontal tail, or the wings were too small.

In the 1st century, China's Emperor Wang Mang recruited a talent scout to be tied up with bird feathers; He claimed to have slid about 100 meters. In 559 AD, Yuan Huangtou was said to have landed safely after the invisible tower jump.

In medieval Europe, the earliest jumping tower date since 852 AD, when Abbas ibn Firnas made the leap in Cordoba, Spain, reportedly covering his body with vultures and attaching two wings to his arms; on the landing he is said to have crashed and suffered a back injury which some critics have associated with a lack of tails. In 1010 AD, the English monk Eilmer of Malmesbury flew from the Malmesbury Abbey tower at a primitive launcher. Eilmer is said to fly more than 200 yards (180 m) before landing, breaking both legs. Eilmer then commented that the only reason he did not fly farther was that he forgot to give the tail of his machine. This explosive activity was followed by a pause of several centuries.

Jumping was revived in 1496 with Seccio breaking both arms at Nuremberg. In 1507, John Damian tied the wing covered with chicken feathers and jumped from the walls of Stirling Castle in Scotland, breaking his thighs, then blaming him for not using eagle feathers.

Similar efforts continued into the early nineteenth century, with never more than partial success. Francis Willughby's suggestion, published in 1676, that the human foot is more comparable to the strength of the bird's wings than the arm, has only an occasional influence. On May 15, 1793, Spanish inventor Diego MarÃÆ'n Aguilera jumped with his launcher from the highest part of CoruÃÆ' Â ± a del Conde castle, reaching a height of about 5 or 6 m, and glided about 360 meters. Until the end of 1811, Albrecht Berblinger built an ornithopter and jumped to the Danube in Ulm.

Initial kite

This kite is found in China, probably as far back as the 5th century BC by Mozi (also Mo Di) and Lu Ban (also Gongshu Ban). This leaf kite is built by stretching the silk over the split bamboo skeleton. The earliest Chinese kites are known to be flat (not bent) and often rectangular. Later, the horse-tailed kite forms a stabilizing bow. Designs often mimic flying insects, birds, and other animals, both real and mystical. Some are fitted with strings and whistles to make music sounds while flying.

In 549 AD, kites made of paper were used as a message for the rescue mission. Ancient Chinese and medieval sources include the use of other kites to measure distance, test the wind, lift human beings, signify, and communicate for military operations.

Once introduced to India, the kite grew further into a fighter kite. Traditionally this is a small flat and unstable single line kite where tension lines are just used for control, and abrasive lines are used to cut other kites.

The kites also spread throughout Polynesia, as far as New Zealand. Anthropomorphic kites made of cloth and wood are used in religious ceremonies to send prayers to the gods.

In 1634 the kite had reached the West, with an illustration of kite diamonds with a tail appearing in the Bate Mystery of nature and art .

Kites that bring people

Kites brought by humans are believed to have been used extensively in ancient China, both for civilian and military purposes and sometimes enforced as punishment.

Stories of human-carrying kites also take place in Japan, after the introduction of kites from China around the seventh century. It is said that at one time there was Japanese law against kites that brought people.

In 1282, the European explorer Marco Polo described the current Chinese techniques and commented on the dangers and atrocities involved. To predict whether a ship should sail, a man will be tied to a kite that has a rectangular grid frame and the next flight pattern used to inspire views.

Rotor Wings

The use of rotor for vertical flight has been around since 400 BC in the form of bamboo helicopters, ancient Chinese toys. The bamboo-copter spins by rolling the stick attached to the rotor. Spinning creates lift, and flying toys when released. Ge Hong's philosopher Baopuzi (Master Who Embraces Simplicity), written around 317, describes the apocryphal use of a possible rotor on the plane: "Some have made flying cars [feiche ??] with wood from the inside of the tree jujube, using an ox skin (rope) tied back to the propeller to set the machine in motion ".

A similar "moulinet ÃÆ' noix" (rotor in peanuts) appeared in Europe in the 14th century.

Hot air balloon

From ancient times the Chinese people have understood that hot air rises and has applied the principle to a small hot air balloon type called the sky lantern. The sky lanterns consist of paper balloons below or inside that little lamps are placed. Sky lanterns are traditionally launched for fun and during the festival. According to Joseph Needham, such lanterns were known in China since the 3rd century BC. Their military use is attributed to the general Zhuge Liang, who is said to have used them to scare off enemy troops.

There is Chinese evidence also "solving the problem of air navigation" using balloons, hundreds of years before the 18th century.

The Renaissance

Eventually some investigators began to discover and define some of the fundamentals of the scientific plane design. Powerful designs are either still driven by human labor or using metal springs. The Englishman Roger Bacon foresees future designs for balloons filled with unspecified aether and human-powered ornithopter in his book De mirabili potestate carto et naturae (Secret of Arts and Nature), 1250.

Leonardo da Vinci

Leonardo da Vinci studied aviation birds for years, analyzed them rationally and anticipated many aerodynamic principles. He understands that "An object offers much resistance to air as well as air to objects". Newton will not publish laws of motion Third until 1687.

From the last years of the 15th century, he wrote and sketched many designs for engines and flying mechanisms, including ornithopters, fixed wing gliders, rotorcraft and parachutes. The initial designs were human supported types including ornithopters and rotorcraft, but he was aware of this impracticality and then switched to controlled flight, also sketched several designs supported by springs.

In 1488, he drew a hanging glider design in which the inside of the wing was repaired, and some control surfaces were provided for the tip (as in aviation flights on birds). While the picture exists and is considered worthy of flying in principle, he himself never flies in it. A model he created for test flight in 1496 did not fly, and several other designs, such as a four-person helicopter, had severe disabilities. He draws and writes about the design for ornithopter in c. 1490.

Da Vinci's work remained unknown until 1797, and so has no effect on developments over the next three hundred years. Also the design is based on excellent science.

Maps Early flying machines

Lighter than air

Balloons

The modern era of flight lighter than air began in the early 17th century with Galileo experiments in which he showed that the air has weight. Around the year 1650, Cyrano de Bergerac wrote several fantasy novels in which he described the climbing principle using a substance (dew) that should be lighter than air, and dropped by releasing a controlled amount of substance. Francesco Lana de Terzi measured air pressure at sea level and in 1670 proposed the first scientifically reliable lifting medium in the form of a hollow metal sphere from which all air had been pumped out. It will be lighter than the air being removed and capable of lifting the aircraft. His proposed method for controlling altitude is still in use today; by carrying a ballast that can be discharged into the sea to gain altitude, and by emptying the lifter container to lower the altitude. In practice the ball de Terzi will collapse due to air pressure, and subsequent developments have to wait for a more practical lifting gas.

The first documented balloon flight in Europe is a model made by Brazilian priest Bartolomeu de GusmÃÆ'Â £ o. On August 8, 1709, in Lisbon, he made a small hot air balloon with a burning fire below him, lifting it about 4 meters (13 feet) in front of King JohnÃ, V and the Portuguese court.

In the mid-18th century, the Montgolfier brothers began experimenting with parachutes and balloons in France. Their balloons are made of paper, and the initial experiment uses steam as a short lifting gas because of its effect on the paper when it is condensed. Thinking of smoke for some sort of steam, they started filling up their balloons with the hot smoky air they called "electric fumes". Although not fully understanding the principles at work they made some successful launches and in December 1782 flew a 20 m ³ balloon (710 cuÃ, ft) to a height of 300 m (980 ft). The French AcadÃÆ' Â © nie des Sciences immediately invited them to Paris to give a demonstration.

Meanwhile, the discovery of hydrogen caused Joseph Black to propose its use as a lifting gas around 1780, despite practical demonstrations awaiting gastight balloon material. Upon hearing the invitation of Montgolfier Brothers, members of the French Academy Jacques Charles offered a similar demonstration of hydrogen balloons and this was accepted. Charles and two craftsmen, Robert siblings, developed rubber-coated silk material and started work.

The year 1783 was the decisive year to swell. Between June 4 and December 1, five separate French balloons accomplished important aviation essentials:

• June 4: An unmanned hot air balloon from Montgolfier brothers picks up a sheep, a duck, and a chicken in a basket hanging beneath it in Annonay.
• August 27: Professor Jacques Charles and Robert brothers flew unmanned hydrogen balloons. Hydrogen gas is generated by chemical reactions during the filling process.
• October 19: Montgolfiers launches first manned flight, balloon tethered to man on board, at Folie Titon in Paris. The aviators were scientists Jean-FranÃÆ'§ois PilÃÆ' Â ¢ tre de Rozier, manufacturing manager Jean-Baptiste RÃÆ' Â © veillon, and Giroud de Villette.
• November 21: Montgolfiers launches the first free flight balloon with human passengers. King Louis XVI initially determined that the condemned villain would be the first pilot, but Jean-FranÃÆ'§ois PilÃÆ'Â ¢ tre de Rozier, together with the Marquis FranÃÆ'§ois d'Arlandes, successfully petitioned in his honor. They drift 8 km (5.0 million) in balloons powered by a wood fire. 9 kilometers (5.6Ã, mi) covered in 25 minutes,
• December 1: Jacques Charles and Nicolas-Louis Robert launch a manned hydrogen balloon from the Jardin des Tuileries in Paris. They climbed to an altitude of about 1,800 feet (550 m) and landed at sunset at Nesles-la-Vallà © e after a 2-hour and 5-minute flight covering 22 miles (35 km). After Robert came down, Charles decided to ride alone. This time he climbed quickly to a height of about 3,000 meters (9,800 feet), where he saw the sun again but also suffered severe pain in his ears.

The Montgolfier design has several drawbacks, at least the need for dry weather and the tendency of sparks to light balloon paper. The manned design has a gallery around the base of the balloon rather than the first, unmanned design hanging basket, which brings paper closer to the fire. On their free flight, De Rozier and d'Arlandes take a bucket of water and sponges to extinguish this fire when they appear. On the other hand, the manned design of Charles is basically modern. As a result of this exploitation, the hot air balloon became known as the type of MontgolfiÃÆ'¨re and the hydrogen balloon CharliÃÆ'¨re .

Charles Balloons and Robert Brothers, La Caroline, is a CharliÃÆ'¨re who follows Jean Baptiste Meusnier's proposal for an elongated balloon balloon, and is famous for having an outer envelope with gas contained in a second, inner ballonet. On September 19, 1784, the plane completed its first flight over 100 kilometers (62 mi), between Paris and Beuvry, although the human-powered propulsion device proved to be useless.

In January of the following year Jean Pierre Blanchard and John Jeffries crossed the English Channel from Dover to the Bois de Felmores in CharliÃÆ'¨re. But similar efforts in other ways end in tragedy. In an effort to provide durability and control, de Rozier developed balloons with hot air and hydrogen gas, a design that was immediately named after it as RoziÃÆ'¨re. The idea is to use the hydrogen section to lift the constant and navigate vertically with heating and allow it to cool the hot air portion, to catch the most favorable wind at whatever height it blows. Balloon envelope made of leather goldbeaters. Shortly after the flight began, de Rozier seemed to relieve hydrogen when ignited by sparks and the balloon was burned, killing people inside. Spark sources are unknown, but suggestions include static electricity or anglo for hot air parts.

The balloon quickly became a huge "rage" in Europe at the end of the 18th century, providing the first detailed understanding of the relationship between height and atmosphere. In the early 1900s, balloons were a popular sport in England. This private balloon usually uses coal gas as a lifting gas. It has about half the hydrogen lifting power, so the balloon should be bigger; however, coal gas is much more readily available, and local gases sometimes provide lightweight formulas specifically for balloon events.

Moored balloons were used during the American Civil War by the Union Army Balloon Corps. In 1863, young Ferdinand von Zeppelin, who acted as a military observer with the Union Armed Forces at Potomac, first flew as a balloon passenger in a balloon that had served Union soldiers. Later in the century, the British Army would use observation balloons during the Boer War.

Dirigibles or airships

Working to develop balloon balloons (steerable), now called airship, continued sporadically throughout the 19th century.

The first sustainably controlled flight in history is believed to have occurred on September 24, 1852 when Henri Giffard flew 15 miles (24 km) in France from Paris to Trappes with a Giffard balloon, a non-rigid plane filled with hydrogen and powered by a 3 horsepower steam engine (2.2 kW) driving a bladed blade 3.

In 1863, Solomon Andrews flew its aerone design, an uncontrollable and controllable balloon in Perth Amboy, New Jersey. He flew design later in 1866 around New York City and as far as Oyster Bay, New York. The technique is sliding under the gravity of working by changing the elevator to provide propulsion as the plane alternately rises and sinks, thus requiring no powerplant.

Further advances were made on August 9, 1884, when the first fully controlled free flight was made by Charles Renard and Arthur Constantin Krebs on an French Army airborne electric aircraft, La France. The 17-foot (52 m), 66,000 cubic feet (1,900 m ³ ) plane covered a distance of 8 km (5.0 mi) in 23 minutes with the help of 8.5 horsepower (6.3 m). kW) electric motor, back to the starting point. This is the first flight on closed circuit.

These planes are not practical. Besides being generally weak and short-lived, they are not rigid or at least semi rigid. As a result, it is difficult to make it big enough to carry a commercial load.

Count Ferdinand von Zeppelin realizes that a rigid outer frame will allow a much larger aircraft. He founded the Zeppelin company, the stiff Luftschiff Zeppelin 1 (LZ 1) first flew from Bodensee on the Swiss border on July 2, 1900. The flight lasted 18 minutes. The second and third flights, in October 1900 and on October 24, 1900 respectively, beat the record speed of 6 m/sec (13 mph) from the French ship La France by 3 m/s (6.7 mph).

Alberto Santos-Dumont Brazil became famous for designing, building, and flying self-gibles. He built and flew the first practical hot air balloon capable of regular and controlled flying. With the number 6 he won the Deutsch de la Meurthe prize on October 19, 1901 with a flight that took off from Saint-Cloud, around the Eiffel Tower and back to its starting point.

Currently, the aircraft was established as the first practical air travel.

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Heavier than air: parachute and kite

Parachute

Da Vinci's design for pyramid-shaped parachutes has remained unpublished for centuries. The first design published was Fausto Veranzio's homo volans (human flying) which appeared in his book Machinae novae (New engine) in 1595. Based on a sailing ship, it consists of a square material stretched across a square frame and held by a rope. The parachutist was hung with ropes from each of the four quarters.

Louis-SÃ © Â © bastien Lenormand is considered the first man to make offspring testify with a parachute. On December 26, 1783, he jumped from the Montpellier observatory tower in France, in front of a crowd that included Joseph Montgolfier, using a 14 foot (4.3 m) parachute with a rigid wooden frame.

Between 1853 and 1854, Louis Charles Letur developed a parachute-glider consisting of parachutes such as an umbrella with a smaller triangular wing and a vertical tail underneath. Letur died after falling in 1854.

Kites

The most famous kites in aviation history of late are mainly because of their ability to bring humans or elevate humans, although they are also important in other fields such as meteorology.

The French Gaston Biot developed a human lifting kite in 1868. Then, in 1880, Biot demonstrated to the French Society for Air Navigation a kite based on an open cone, similar to a windsock but attached to a flat surface. The human-carrying kites were developed one step further in 1894 by the Baden-Powell Baden Captain, Lord Baden-Powell's brother, who installed a hexagonal kite chain on one line. Significant developments occurred in 1893 when Lawrence Hargrave of Australia invented the kite box and several human experiments performed both in Australia and in the United States. On December 27, 1905, Neil MacDearmid was carried in Baddeck, Nova Scotia, Canada by a large box of kites called Frost King, designed by Alexander Graham Bell.

The balloons were then used for meteorological and military observations. Balloons can only be used in light winds, while the kite can only be used in stronger winds. American Samuel Franklin Cody, who works in the UK, realizes that two types of crafts among them allow operations over various weather conditions. He developed the basic design of Hargrave, adding an additional lifting surface to create a powerful man-lifting system using multiple kites on a single line. Cody made numerous demonstrations of his system and would then sell four of his "war kite" systems to the Royal Navy. His kites are also found to be used in carrying meteorological instruments aloft and he was made a partner of the Royal Meteorological Society. In 1905, Sapper Moreton of the British Army balloon section was raised 2,600 feet (790 m) by a kite at Aldershot under the supervision of Cody. In 1906, Cody was appointed Chief Instructor at Kiting at the Army Balloon School in Aldershot. He soon also joined the newly established Army Balloon Factory in Farnborough and continued to develop his war kites for the British Army. In his own day, he developed a manned "kite kite" which was launched on a mooring like a kite and then released to glide freely. In 1907, Cody subsequently installed an aircraft engine into a modified unmanned kite, the predecessor of his later plane, and flew it into Balloon Shed, along the wire suspended on the pole, before the Prince and Princess of Wales. The British Army officially adopted a war kite for their Balloon Company in 1908.

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Heavier than air: sustainable flight

The 17th and 18th centuries

Leonardo da Vinci's realization that human labor alone was not enough for sustainable flights was rediscovered independently in the 17th century by Giovanni Alfonso Borelli and Robert Hooke. Hooke realized that some form of machine would be required and in 1655 made a spring-powered ornithopter model that was capable of flying.

Attempts to design or build a correct flying machine begin, usually consisting of gondolas with supportive and spring-powered or man-made flapper supports for propulsion. Among the first were Hautsch and Burattini (1648). Others include "Passarola" (1709 on) in GusmÃÆ'o o, Swedenborg (1716), Desforges (1772), Bauer (1764), Meerwein (1781), and Blanchard (1781) which will then be more successful with balloons. Rotary winged helicopters also appear, mainly from Lomonosov (1754) and Paucton. Some glider models fly successfully despite some contested claims, but in any case there is no successful full-size craft.

The Italian inventor, Tito Livio Burattini, was invited by Polish King W? Adys? Aw IV to his palace in Warsaw, built a model plane with four fixed wing gliders in 1647. Described as "four pairs of wings attached to the 'dragon' complex", it is said to have lifted the cat in 1648 but not Burattini himself. He promised that "only the mildest wound" would result from a plane landing. His "Volant Dragon" is considered "the most complex and sophisticated aircraft to be built before the 19th Century".

Bartolomeu de GusmÃÆ'Â £ o's "Passarola" is a vacuum-shaped and vague bird-headed launcher with a similar concept but with two wings. In 1709, he petitioned King John V of Portugal, pleading for support for the "plane" discovery, in which he expressed his greatest confidence. The public test of the machine, set for June 24, 1709, did not occur. According to contemporary reports, however, GusmÃÆ'O o seems to have made some less ambitious experiments with this machine, down from eminence. It is certain that Gusmere was working on this principle at a public exhibit he gave before the Court on August 8, 1709, in the auditorium of Casa da ÃÆ'ddia in Lisbon, as he pushed the ball to the roof with arson. He also demonstrated a small plane model in front of a Portuguese court, but never succeeded with a full-scale model.

However, understanding and resources are lacking. It was recognized by Emanuel Swedenborg in his book "Sketch of a Flying Machine in the Air" published in 1716. Its glyph consists of a light frame covered with a powerful canvas and equipped with two large oars or wings moving on a horizontal axis, arranged so that the upstroke meet unhindered while downstroke provides lift. Swedenborg knew that the machine would not fly, but suggested it for a start and was confident that the problem would be solved. He writes: "It seems easier to speak of such a machine than to put it into actuality, for it requires greater and lesser strength than it is in the human body.the mechanics of science may perhaps suggest a powerful spiral. these benefits and needs are observed, maybe in the future someone may know how to better use our sketches and cause some additions to achieve what we can only suggest ". The journal editor of the Royal Aeronautical Society wrote in 1910 that the design of Swedenborg was "... the first rational proposal for an aeroplance type machine [heavier than air]..."

Meanwhile, rotorcraft is not completely forgotten. In July 1754, Mikhail Lomonosov demonstrated a small, spring-driven coaxial twin-rotor system to the Russian Academy of Sciences. The rotor is set one above the other and rotates in the opposite direction, the principle is still used in modern twin-rotor design. In 1768, Alexis-Jean-Pierre Paucton suggested the use of one airscrew for lifting and a second for propulsion, now called gyrodyne. In 1784, Launoy and Bienvenu demonstrated a flying model with coaxial rotors, contra-rotating supported by a simple spring similar to a chainsaw, now accepted as the first powered helicopter.

Efforts at human-supported aviation still last a long time. Paucton motor-powered rotor man, while another approach, also originally studied by da Vinci, is the use of the closing valve. The closing valve is a simple hinged flap above the hole in the wing. In one direction open to allow air through and on the other side closes to allow for increased pressure difference. The first example was designed by Bauer in 1764. Then in 1808, Jacob Degen built an ornithopter with a flap valve, where the pilot stood on a rigid frame and worked the wings with a movable horizontal bar. His 1809 attempts at flight failed, so he later added a small hydrogen balloon and the combination reached several short hops. The popular illustration of the day depicts his machine without balloons, which causes confusion about what has actually been flown. In 1811, Albrecht Berblinger built an ornithopter based on Degen's design but eliminated the balloon, plunging into the Danube. The failure has a positive side: George Cayley, also taken by the illustrations, is encouraged to publish his findings to this day "in order to give a little more dignity to a subject bordering the ridiculous public estimate", and the modern era of aviation.

19th century

Throughout the 19th century, tower leaps were replaced by balloons that were equally fatal but as popular as jumping as a way of demonstrating the continued powerlessness of human power and flapping. Meanwhile, the heavier aviation scientific research of the air begins in earnest. Sir George Cayley and the first modern aircraft

Sir George Cayley and first modern plane

Sir George Cayley was first called the "father of airplanes" in 1846. During the last years of the previous century, he had begun the first rigorous study of aviation physics and would then design the first modern aircraft heavier than air. Among his many accomplishments, his most important contributions to aeronautics include:

• Clarify our ideas and put the principles of aviation heavier than air.
• Achieve a scientific understanding of bird aviation principles.
• Conduct scientific aerodynamic experiments showing obstacles and alignment, central pressure movements, and increased removal of curved wing surfaces.
• Defines modern aircraft configuration consisting of fixed wings, airframe and tail assembly.
• Demonstration of an unmanned, flying plane.
• Set the principle of power-to-weight ratio in maintaining flight.

From the age of ten Cayley began studying aviation aviation physics and his school notebooks contained sketches in which he developed his ideas on escape theories. It has been claimed that these sketches show that Cayley modeled the principles of a sloping plane that produced elevators as early as 1792 or 1793.

In 1796 Cayley made a helicopter model form commonly known as a Chinese flying top, not knowing the Launoy and Bienvenu models that have similar designs. He considered the helicopter the best design for a simple vertical flight, and then in his life in 1854 he made a better model. He gave Mr. credit. Cooper as the first to fix the "clumsy toy structure" and report Cooper's model as a twenty or thirty feet ride. Cayley makes one and Mr. Coulson makes copies, described by Cayley as "a very beautiful specimen of screw blades in the air" and capable of flying over ninety feet.

The next innovation of the Cayley is twofold: the application of rotary arm test rigs, discovered in the previous century by Benjamin Robbins to investigate aerodynamic obstacles and used immediately after John Smeaton to measure the power on the windmill blades, for use in aircraft research together with the use of aerodynamic models in the arm, rather than trying to fly a complete design model. He initially used a simple fixed plane to the arm and tended at an angle to the airflow.

In 1799, he defined the concept of a modern aircraft as a fixed wing aircraft with a separate system for lifting, driving, and control. On a small silver platter dated that year, he carved on one side of the force that worked on the plane and on the other hand a plane design sketch that incorporated modern features such as curved wings, a separate tail consisting of a horizontal tailplane and a vertical fin, and a fuselage for the pilot suspended at down center of gravity to provide stability. The design is not yet fully modern, as it incorporates two paddle-operated oars or oars that serve as flap valves.

He continued his research and in 1804 built a glider model which is the first modern aircraft heavier than air, has a conventional modern plane layout with wings tilted forward and tail adjustable in back with tailplane and fin. The wings are just kite toys, flat and unkempt. The moving weight allows adjustment of the model's center of gravity. It's "very pretty to look at" when flying downhill, and is sensitive to minor adjustments from the tail.

By the end of 1809, he had built the world's first full-size glider and flown it as an unmanned moored kite. In the same year, provoked by the humorous antics of his contemporaries (see above), he began the publication of a three-part treatise entitled "On Aerial Navigation" (1809-1810). In it he wrote the first scientific statement of the problem, "The whole matter is limited within these limits, that is to make the surface support the weight given by the application of force against air resistance". He identified four vector forces affecting the aircraft: push , lift , drag and weight and different stability and control in its design. He argues that human labor alone is insufficient, and while no suitable resources are available, it discusses the possibilities and even describes the operating principle of an internal combustion engine using a mixture of gas and air. But he could never make a functioning machine and limit his flying experiments to flying. He also identifies and illustrates the importance of aerofoil curved, dihedral, diagonal buffer and drag reduction, and contributes to the understanding and design of ornithopters and parachutes.

In 1848, he had grown far enough to build a glider in the form of a large aircraft and was safe enough to carry a child. A local boy is chosen but his name is unknown.

He went on to publish the design for a full-size manned glider or "regulated parachute" to launch from a balloon in 1852 and then to build a capable version launched from the top of the hill, which brought the first adult pilot in Brompton Dale in 1853. Identity aviator is unknown. It has been suggested variously as a Cayley coachman, bachelor or valet, John Appleby who may be a coachman or another employee, or even Cayley's grandson, George John Cayley. What is known is that he was the first person to fly on the glider with different wings, fuselage and tail, and featured inherent stability and pilot-operated control: the more modern and functional first aircraft heavier than air.

Small inventions include rubber-powered motors, which provide a reliable resource for research models. In 1808, he even reinvented the wheel, designed a tension-driven wheel in which all the compression loads were carried by the rim, allowing a lightweight undercarriage.

Vapor age

Drawing directly from Cayley's masterpiece, Hanton's 1842 design for an air-steam coach broke new ground. Henson proposes a 150-foot (46 m) high-wing monoplane range, with a steam engine that drives two pusher configuration blades. Although only a design, (scale model built in 1843 or 1848 and flying 10 or 130 feet) it was the first in history for a fixed wing propeller-driven aircraft. Henson and his collaborator John Stringfellow even dreamed of the first Air Transport Company.

In 1856, France Jean-Marie Le Bris made the first flight higher than its departure point, having its "L'Albatros artificiel" glider withdrawn by a horse on the beach. He reportedly reached a height of 100 meters, over a distance of 200 meters.

British progress has galvanized French researchers. In 1857, FÃ © l © lix du Temple built several great models along with his brother, Luis. One was able to fly, first using a clock mechanism as a machine, and then using a miniature steam engine. The brothers managed to make the models take off with their own power, fly short distances and land safely

Francis Herbert Wenham presented the first paper to the newly formed Aeronautical Society (then the Royal Aeronautical Society), On Aerial Locomotion . He took the Cayley work on the cambered wing further, making important findings about both the wing aerofoil parts and lift distribution. To test his ideas, from 1858 he built several gliders, both manned and unmanned, and with up to five stacked wings. He concluded correctly that long and thin wings would be better than bats as suggested by many, as they would have more advantages for their area. Today this relationship is known as the wing ratio aspect.

The last part of the 19th century became an intensive period of study, characterized by "gentleman scientists" who represented most of the research effort into the twentieth century. Among them was the philosopher and inventor of the English scientist Matthew Piers Watt Boulton, who wrote an important papers in 1864, On Locals Locomotion , which also described lateral flight controls. He was the first to patent the aileron control system in 1868.

In 1864, Le Comte Ferdinand Charles Honore Phillipe d'Esterno published a study of Bird Aviation (Du Du des des Oiseaux), and the following year Louis Pierre Mouillard published an influential book The Empire Of The Air ( l'Empire de l'Air ).

1866 saw the founding of the United Aeronautical Society of Britain and two years later the world's first aeronautical exhibition was held at Crystal Palace, London, where Stringfellow was awarded a £ 100 prize for a steam engine with the best power-to-weight comparison.

In 1871 Wenham and Browning made the first wind tunnel. The members of the Society used the tunnel and learned that the wings drawn had much greater lift than would be expected by Newtonian Cayley reasoning, with a lift-to-drag ratio of about 5: 1 at 15 degrees. This clearly shows the possibility of building a greener machine that is heavier from the air: what's left is the problem of controlling and turning on the plane.

Alphonse PÃÆ'Ã… © naud, a Frenchman who lived from 1850 to 1880, made a significant contribution to aeronautics. He advanced the theory of wing and aerodynamic contours and built successful models of airplanes, helicopters, and ornitopters. In 1871, he flew the first stable stable aerodynamic wing aircraft, a monoplane model he called "Planophore", which is 40 meters (130 feet) away. The Model PÃÆ'Ã… © naud combines several Cayley discoveries, including tail use, dihedral wings for inherent stability, and rubber strength. Planophore also has longitudinal stability, trimmed in such a way that the tailplane is mounted at a smaller angle than the wings, the original contribution and important for aeronautical theory.

By the 1870s, light steam engines had been developed sufficiently for their experimental use in aircraft.

Fà © lix du Temple finally reached a short hop with a full-size manned craft in 1874. " Monoplane " is a large plane made of aluminum, with a wingspan of 42Ã, ft 8 inches (13 m) and weighs only 176 pounds (80 kg) without a pilot. Several trials were carried out by plane, and it was achieved taking off under its own power after the launch of the hill, sliding for a short time and returning safely to the ground, making it the first successful hunt in history, one year ahead from Moy Flight.

The Aerial Steamer, made by Thomas Moy, sometimes called Moy-Shill Aerial Steamer, is an unmanned tandem wing aircraft powered by a 3 hp steam engine (2.25 kW) using spiritus alcohol as fuel. It was 14 ft (4.27 m) long and weighed about 216 pounds, (98 kg) where the machine contributed 80 Â £ (36 kg), and ran on three wheels. It was tested in June 1875 on a circular rolling gravel path of nearly 300Ã, ft (90 m) in diameter. It does not reach speeds above 12 mph (19 kph), but a speed of about 35 mph (56 kph) will be required for takeoff. However it is credited with being the first steam-powered aircraft that has left the ground under its own power by historian Charles Gibbs-Smith.

Project PÃÆ'Ã… © naud later for the seaplane, although never built, including other modern features. A monoplane tailed with a vertical fin and twin tractor airscrews, also featuring hinged rear elevators and steering surfaces, undercarriage retractable and fully enclosed instrument cockpit.

Equally authoritative as a theorist is his compatriot PÃÆ'Ã… © naud, Victor Tatin. In 1879, he flew a model that, like the PÃÆ' Â © naud project, was a monoplane with twin tractor propellers but also had a separate horizontal tail. It is supported by compressed air, with air tanks forming the fuselage.

In Russia Alexander Mozhaiski built a steam-powered monoplane powered by one large tractor and two small propellers. In 1884, it was launched from the road and remained in the air for 98 feet (30 m).

In the same year in France, Alexandre Goupil published his work La Locomotion AÃ © rienne Aerial Locomotion, even though the flying machine he later built failed to fly.

Sir Hiram Maxim is an American who moved to England and adopted British citizenship. He chose to ignore most of his contemporaries and build his own arm rigs and wind tunnels. In 1889 he built hangars and workshops on Baldwyn's Manor field in Bexley, Kent, and made many experiments. He developed a patented biplane design in 1891 and completed it as a test rig three years later. It is a very large machine, with 105 feet (32 m) wingspan, 145 feet (44 m) long, front and rear surfaces and three crew. Twin propellers are powered by two lightweight compound steam engines, each producing 180 horsepower (130 kW). The overall weight is 7,000 pounds (3,200 kg). The modifications will then add more wing surfaces as shown in the illustration. The goal is to research and it is unstable aerodynamically or controlled, thus running on a 1,800 foot (550 m) track with a second set of retaining rails to prevent it from lifting, somewhat by roller coaster. In 1894, the machine developed enough lift to take off, breaking one of the retaining rails and damaged in the process. Maxim was then left to work on it, but would return to aeronautics in the 20th century to test a number of smaller designs powered by an internal combustion engine.

One of the last of the steam-powered pioneers, as Maxim ignores his contemporaries who have moved (see next section), is ClÃÆ' Â © ment Ader. His ÃÆ'â € ° ole in 1890 was a monoplane wing bat tractor that reached a short, uncontrollable hop, thus becoming the first machine heavier than air to take off under his own power. However, the same but larger Avion III in 1897, renowned for having only a twin steam engine, failed to fly at all: Ader would then claim success and undeniable until 1910 when the French Army published its report on his efforts.

Learn to slide

The glider built with the help of Massia and flown briefly by Biot in 1879 is based on Mouillard's work and is still shaped like a bird. It preserved the Musee de l'Air, France, and claimed to be the earliest human flying machine that still exists.

In the last decade around the nineteenth century a number of key figures were refining and defining modern aircraft. The Englishman Horatio Phillips makes a key contribution to aerodynamics. The German Otto Lilienthal and American Octave Chanute work independently in flight. Lillienthal published a book on bird aviation and continued, from 1891 to 1896, to construct a series of gliders, various monoplane, biplane and triplane configurations, to test his theory. He made thousands of flights and at the time of his death worked on a motor-powered glider.

Phillips conducts extensive wind tunnel research on the aerofoil section, using steam as a working fluid. He proved the principles of aerodynamic lift predicted by Cayley and Wenham and, from 1884, issued several patents on aerofoils. His findings support all modern aerofoil designs. Phillips then developed the theory of multiplanes design, which he then showed was unfounded.

Beginning in the 1880s, progress was made in construction leading to the first truly practical launcher. Four people especially active: John J. Montgomery, Otto Lilienthal, Percy Pilcher and Oktave Chanute. One of the first modern launchers was built by John J. Montgomery in 1883; Montgomery then claimed to have made one successful flight with it in 1884 near San Diego and Montgomery activities documented by Chanute in his Progress in Flying Machines. Montgomery discusses his flight during the 1893 Aeronautics Conference in Chicago and Chanute published Montgomery's comment in December 1893 at American Engineer & Railroad Journal. Short hop with second and third gliders Montgomery in 1885 and 1886 was also described by Montgomery. Between 1886 and 1896 Montgomery focused on understanding aerodynamics physics rather than experimenting with glyphs. Another hang-glider was built by Wilhelm Kress as early as 1877 near Vienna.

Otto Lilienthal is known as the "Glider King" or "Flying Man" from Germany. He duplicated the work of Wenham and greatly expanded it in 1884, publishing his research in 1889 as Birdflight as the Basic of Aviation ( Der Vogelflug als Grundlage der Fliegekunst ). He also produced a series of gliders of a type now known as hanging gliders, including bat-wing, monoplane and biplane, such as Derwitzer Glider and Normal soaring apparatus. Beginning in 1891 he became the first person to make unmanageable launchers on a regular basis, and the first one was photographed flying with heavier engines from the air, stimulating interest worldwide. He documents his work, including photos, and for this reason is one of the best known of the early pioneers. He also promotes the idea of ​​"jumping before you fly", suggesting that the researchers had to start with the gliders and work their way instead of just designing the powerful machines on paper and hoping it would work. Lilienthal made over 2,000 glides until his death in 1896 from the wounds he suffered in a glider accident. Lilienthal has also worked on a small machine that is suitable for lighting his design at the time of his death.

Taking where Lilienthal left off, Octave Chanute took the design of the plane after early retirement, and funded the development of several glider planes. In the summer of 1896, his team flew several of their designs repeatedly at Miller Beach, Indiana, finally deciding that the best was a biplane design. Like Lilienthal, he documented his work and also photographed it, and was busy with like-minded researchers around the world. Chanute is very interested in solving the aerodynamic instability of the flying plane, which is compensated by birds with instant correction, but which must be faced by humans with either a stable surface and control or by moving the center of gravity of the plane, as Lilienthal did. The most perplexing problem is the longitudinal instability (divergence), because when the angle of attack of the wing rises, the center of the pressure moves forward and makes the angle increase again. Without immediate correction, the plane will be sped up and stalling for time. Much harder to understand is the relationship between lateral control and direction.

In the UK, Percy Pilcher, who has worked for Maxim and has built and managed to fly several gliders in the mid to late 1890s, built a prototype-powered plane in 1899 that, according to a recent study, will be able to fly. However, like Lilienthal, he died in a glider accident before he could test it.

Publications, notably the Chanute Octave Advances in Flying Machines in 1894 and James Means' Manflight Problems (1894) and The Annual Aeronautics (1895-1897) helping bring the latest research and events to a wider audience.

The invention of the kite box during this period by Lawrence Hargrave Australia led to the development of a practical biplane. In 1894, Hargrave connected four of his kites together, added a sling seat, and flew 16 feet (4.9 m) away. By showing skeptical public that it is possible to build a safe and stable flying machine, Hargrave opens the door for inventors and other pioneers. Hargrave devoted much of his life to building a flying machine. He believes vigorously in open communication within the scientific community and will not patent his inventions. Instead, he carefully publishes his experimental results for the exchange of ideas to occur with other inventors working in the same field, thus accelerating progress together. Oktave Chanute became convinced that some wing aircraft were more effective than monoplane and introduced a strut-wire actuated wing structure that, with a combination of stiffness and lightness, would in the form of biplane come to dominate the design of the aircraft for decades to come. Inventor of the Lawrence Hargrave flyover box also experimented in the 1880s with a monoplane model and in 1889 had built a rotary engine that was driven by compressed air.

Even the balloons start to work. In 1905, Daniel Maloney was carried by a balloon on a tandem wing glider designed by John Montgomery to a height of 4,000 feet (1,200 m) before being released, sliding down and landing at a designated location as part of a massive public demonstration. air flights in Santa Clara, California. However, after several successful flights, during the July 1905 hike, the ropes of the balloon hit the glider, and the glider experienced structural failure after release, resulting in Maloney's death.

Powerful, controlled flight

The powered and controlled flight was finally reached around the turn of the century.

Whitehead

Gustave WeiÃÆ'Ÿkopf was a German who emigrated to the US, where he immediately changed his name to Whitehead. From 1897 to 1915, he designed and built engines and glyphs. On August 14, 1901, Whitehead claimed to have controlled flight, controlled in its No. 21 monoplane at Fairfield, Connecticut. A report on the flight appeared in the Bridgeport Sunday Herald and was repeated in newspapers around the world. Whitehead claimed two more flights on January 17, 1902, using its No. 22 monoplanenya. He described it as having a 40 horsepower (30 kW) motor with twin tractor twin and controlled by the speed of the differential propeller and steering. He claimed to have flown 10 kilometers (6.2 miles) circle.

Over the years Whitehead's claim was ignored or dismissed by major aviation historians. In March 2013, All of Jane's Largest Airplanes publish an editorial that accepts Whitehead flights as the first manned, powered, and controlled flight of heavier aircraft. The Smithsonian Institution is among those who do not accept that Whitehead fly as reported.

Langley

After a career in astronomy and shortly before becoming the Secretary of the Smithsonian Institution, Samuel Pierpont Langley began a serious investigation into aerodynamics at the University of Pittsburgh. In 1891, he published Experiments in Aerodynamics detailing his research, and then moved on to build his design. He hopes to achieve automatic aerodynamic stability, so he gives little consideration to the controls in flight. On May 6, 1896, Langley's Aerodrome No. 5 made the first successful successful flight of heavier heavy-engine heavy-duty aircraft. Launched from a spear-driven catapult mounted above a houseboat on the Potomac River near Quantico, Virginia. Two flights were made that afternoon, one of 1,005 meters (3,297 feet) and the second 700 meters (2,300 feet), at a speed of about 25 miles per hour (40 km/h). On both occasions, Aerodrome No. 5 landed in water as planned, because to save weight, it was not equipped with landing gear. On November 28, 1896, another successful flight was made with Aerodrome No. 6 . This flight, from 1,460 meters (4,790 feet), was watched and photographed by Alexander Graham Bell. The Aerodrome No. 6 is actually Aerodrome No.Ã, 4 very modified. So little is left of the original plane given a new designation.

With the success of Aerodrome No.Ã, 5 and No.Ã6,1 , Langley began searching for funding to build a full-scale, full-scale coverage of its design. Encouraged by the Spanish-American War, the US government gave him $ 50,000 to develop a flying machine that took humans for aerial reconnaissance. Langley plans to build an upgraded version known as AerodromeÃ, A , and starts with Small scale Aerodrome , which flew twice on June 18, 1901, and again. with newer and more powerful engines in 1903.

With a basic design that was successfully tested, he then switched to a suitable machine problem. He signed Stephen Balzer to build one, but was disappointed when only sending 8 horsepower (6.0 kW) instead of the 12 horsepower (8.9 kW) he was expecting. Langley's assistant, Charles M. Manly, then redesigned the design into a five-cylinder water-cooled radial that produces 52 horsepower (39 kW) at 950 rpm, an achievement that takes years to duplicate. Now with strength and design, Langley puts both together with great expectations.

To his dismay, the resulting aircraft proved too fragile. By simply enlarging the original small model produces a design that is too weak to unite itself. Two launches at the end of 1903 both ended with Aerodrome immediately crashing into the water. The pilot, Manly, was saved every time. In addition, the aircraft control system is inadequate to allow for a fast pilot response, and it has no lateral control method, and air stability Aerodrome ' is marginal.

Langley's efforts to get further funding failed, and his efforts ended. Nine days after its unsuccessful launch on December 8, the Wright brothers successfully flew their Flyer . Glenn Curtiss made 93 modifications to Aerodrome and flew this very different plane in 1914. Without recognizing modifications, the Smithsonian Institution stated that Langley Aerodrome was the first "capable" flight machine ".

The Wright brothers

The Wright solves the control and power problems facing aviation pioneers. They created a roll control using combined wing warping and roll with simultaneous yaw controls using steering wheel steering. Although wing-warping as a roll control tool is only used briefly during the early history of flight, innovation incorporating roll control and yaw is a fundamental advancement in flight control. For pitch control, Wrights use the front elevators (canard), other design elements that then become obsolete.

The Wrights make stringent wind-tunnel tests of airfoils and flight tests from full-size gliders. They not only built a functioning aircraft, the Wright Flyer, but also significantly advanced aeronautical engineering science.

They concentrate on controlling a plane without electricity before attempting to fly a powered design. From 1900 to 1902, they built and flew three launch planes. The first two are much less efficient than Wright expected, based on the experiments and writings of their nineteenth-century predecessors. Their 1900 glider only had about half of the lifts they anticipated, and the 1901 launcher went even worse, until temporary modifications made it usable.

Searching for answers, Wrights build their own wind tunnels and equip them with sophisticated gauges to calculate lift and drag 200 different wing design models that they make. As a result, Wright corrected earlier errors in lift and drag calculations and used this knowledge to build their 1902 launcher, the third in the series. It became the first, heavier-than-air airborne machine that could be mechanically controlled on all three axes: pitch, roll and yaw. Its pioneering design also includes wings with higher aspect ratios than previous gliders. The brothers managed to fly the glider 1902 hundreds of times, and its performance is much better than the previous two versions.

To obtain sufficient power for the engine-driven Flyer, Wrights designed and built a low-powered internal combustion engine. Using their wind tunnel data, they design and carve wooden propellers more efficiently than ever before, enabling them to obtain adequate performance from their low engine power. The Flyer design is also influenced by the Wright's desire to teach themselves to fly safely without unreasonable risks to life and limbs, and to make collisions survive. The limited engine power produces low flying speed and the need to take off into the headwind.

According to the Smithsonian Institution and FÃ © Ã… © dationation AÃÆ' Â © ronautique Internationale (FAI), Wrights made its first manned, controlled, heavier airborne flight in Kill Devil Hills, North Carolina, 4 miles (6.4 km) south of Kitty Hawk , North Carolina on December 17, 1903. The first flight by Orville Wright, from 120 feet (37 m) in 12 seconds, was recorded in a famous photo. In the fourth flight on the same day, Wilbur Wright flew 852 feet (260 m) in 59 seconds. Modern analysis by Professor Fred E. C. Culick and Henry R. Rex (1985) have shown that Wright Flyer 1903 is so unstable that it can hardly be controlled by anyone but Wright, who has trained themselves in the 1902 glider.

The Wright continued to develop their glyphs and flew in Huffman Prairie near Dayton, Ohio in 1904-05. After the accident in 1905, they rebuilt the Flyer III and made important design changes. They almost double the size of the elevator and the steering wheel and move it about twice the distance from the wing. They added two fixed vertical vanes (called "blinders") between the lifts, and gave the wings a very thin dihedral. They disconnect the steering wheel from the wing-warping control, and like in all future planes, placing it on a separate control handle. Flyer III became the first practical aircraft (albeit without wheels and using a launch device), flew consistently under full control and brought the pilot back to its starting point safely and landed without damage. On October 5, 1905, Wilbur flew 24 miles (39 km) in 39 minutes 23 seconds ".

Eventually the Wright will leave the foreplane altogether, with Model B 1910 instead of having a tail plane in a way that then becomes conventional.

According to the April 1907 edition of Scientific American magazine, the Wright brothers seem to have the most advanced knowledge of the heavier navigation of the air at the time. However, the same magazine issue also claims that no public flights were made in the United States prior to the April 1907 edition. Therefore, they designed the American Aeronautical Scientific Trophy to encourage the development of heavier air engines from the air.

First practical plane

Once ignited, controlled flight has been reached, progress is still needed to create a practical flying machine for general use. This period leading up to World War I is sometimes referred to as the pioneer of the aviation era.

Power is reliable

The history of early-powered flights is very much history of early machine construction. The Wrights designed their own machines. They use a single, inline four-cylinder 12 liter (8.9 kW) air-cooled engine with five main bearings and fuel injection. Whitehead craft is powered by two engine designs: a 10 hp power (7.5 kW) ground engine that pushes the front wheel in an effort to reach the top speed

Source of the article : Wikipedia