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Some six centuries after Ibn Firnas, Leonardo da Vinci developed a hang glider design in which the inner parts of the wings are fixed.
Some six centuries after Ibn Firnas, Leonardo da Vinci developed a hang glider design in which the inner parts of the wings are fixed, and some control surfaces are provided towards the tips (as in the gliding flight in birds). While his drawings exist and are deemed flightworthy in principle, he himself never flew in it. Based on his drawings, and using materials that would have been available to him, a prototype constructed in the late 20th century was shown to fly. However, his sketchy design was interpreted with modern knowledge of aerodynamic principles, and whether his actual ideas would have flown is not known. A model he built for a test flight in 1496 did not fly, and some other designs, such as the four-person screw-type helicopter, have severe flaws.
In 1670 Francesco Lana de Terzi published work that suggested lighter than air flight would be possible by having copper foil spheres
that contained a vacuum that would be lighter than the displaced air, lift an airship (rather literal from his drawing). While not being completely off the mark, he did fail to realise that the pressure of the surrounding air would smash the spheres.
The small Priekule Lutheran Church in Latvia is related to an old legend about Ikarus of Priekule. For almost two centuries time afterwards, various printed texts - periodicals and books - described a sensational event that happened in the second half of the 17th century (according to another version at the beginning of the 18th century). People in Priekule have been telling their children this legend for many centuries. The blacksmith of Priekule Zviedris (Swede) Johanson (by nationality Swedish?) made wings and made his first flight from the steeple of the church. Later, the flight was denounced as an unforgivable blasphemy. The local Ikarus was denounced as Satan’s avatar and was burned alive at the stake.
In 1709, Bartolomeu de Gusmão presented a petition to King John V of Portugal, begging a privilege for his invention of an airship, in which he expressed the greatest confidence. The public test of the machine, which was set for June 24, 1709, did not take place. According to contemporary reports, however, Gusmão appears to have made several less ambitious experiments with this machine, descending from eminences. It is certain that Gusmão was working on this principle at the public exhibition he gave before the Court on August 8, 1709, in the hall of theCasa da Índia in Lisbon, when he propelled a ball to the roof by combustion.
1783 was a watershed year for ballooning and aviation, between June 4 and December 1 five aviation first was achieved in France.
Ballooning became a major "rage" in Europe in the late 18th century, providing the first detailed understanding of the relationship between altitude and the atmosphere.
Work on developing a steerable (or dirigible) balloon (now called an airship) continued sporadically throughout the 19th century. The first powered, controlled, sustained lighter-than-air flight is believed to have taken place in 1852 when Henri Giffard flew 15 miles (24 km) in France, with a steam engine driven craft.
Non-steerable balloons were employed during the American Civil War by the Union Army Balloon Corps and are partly notable for being the military force that the young Ferdinand von Zeppelin first flew with, like a balloon passenger, in 1863 for the Union Army of the Potomac.
Another advance was made in 1884, when the first fully controllable free-flight was made in a French Army electric-powered airship, La France, by Charles Renard and Arthur Krebs. The 170-foot (52 m) long, 66,000-cubic-foot (1,900 m3) airship covered 8 km (5 miles) in 23 minutes with the aid of an 8½ horsepower electric motor.
However, these aircraft were generally short-lived and extremely frail. Routine, controlled flights would not come to pass until the advent of the internal combustion engine (see below.)
Although airships were used in both World War I and II, and continue on a limited basis to this day, their development has been largely overshadowed by heavier-than-air craft.
The first published paper on aviation was "Sketch of a Machine for Flying in the Air" by Emanuel Swedenborg published in 1716. This flying machine consisted of a light frame covered with strong canvas and provided with two large oars or wings moving on a horizontal axis, arranged so that the upstroke met with no resistance while the downstroke provided lifting power. Swedenborg knew that the machine would not fly, but suggested it as a start and was confident that the problem would be solved. He said, "It seems easier to talk of such a machine than to put it into actuality, for it requires greater force and less weight than exists in a human body. The science of mechanics might perhaps suggest a means, namely, a strong spiral spring. If these advantages and requisites are observed, perhaps in time to come someone might know how better to utilise our sketch and cause some addition to be made so as to accomplish that which we can only suggest. Yet there are sufficient proofs and examples from nature that such flights can take place without danger, although when the first trials are made you may have to pay for the experience, and not mind an arm or leg." Swedenborg would prove prescient in his observation that powering the aircraft through the air was the crux of flying.
During the last years of the 18th century, Sir George Cayley started the first rigorous study of the physics of flight. In 1799 he exhibited a plan for a glider, which except for planform was completely modern in having a separate tail for control and having the pilot suspended below the centre of gravity to provide stability, and flew it as a model in 1804. Over the next five decades, Cayley worked on and off on the problem, during which he invented most of the basic aerodynamics and introduced such terms as lift and drag. He used both internal and external combustion engines, fueled by gunpowder. Later Cayley turned his research to building a full-scale version of his design, first flying it unmanned in 1849, and in 1853 his coachman made a short flight at Brompton, near Scarborough in Yorkshire.
In 1866 a Polish peasant, sculptor and carpenter by the name of Jan Wn?k built and flew a controllable glider. Wn?k was illiterate and self-taught, and could only count on his knowledge about nature based on observation of birds' flight and on his own builder and career skills. Jan Wn?k was firmly strapped to his glider by the chest and hips and controlled his glider by twisting the wing's trailing edge via strings attached to stirrups at his feet. Church records indicate that Jan Wn?k launched from a special ramp on top of the Odporyszów church tower; The tower stood 45 m high and was located on top of a 50 m hill, making a 95 m (311 ft) high launch above the valley below. Jan Wn?k made several public flights of substantial distances between 1866 and 1869, especially during religious festivals, carnivals and New Year celebrations. Wn?k left no known written records or drawings, thus having no impact on aviation progress. Recently, Professor Tadeusz Seweryn, director of the Kraków Museum of Ethnography, has unearthed church records with descriptions of Jan Wn?k's activities.
In 1856, Frenchman Jean-Marie Le Bris made the first flight higher than his point of departure, by having his glider "L'Albatros artificial" pulled by a horse on a beach. He reportedly achieved a height of 100 meters, over a distance of 200 meters.
Francis Herbert Wenham built a series of unsuccessful unmanned gliders. He found that the most of the lift from a bird-like wing appeared to be generated at the front edge, and concluded correctly that long, thin wings would be better than the bat-like ones suggested by many because they would have the more leading edge for their weight. Today this measure is known as the aspect ratio. He presented a paper on his work to the newly formed Aeronautical Society of Great Britain in 1866 and decided to prove it by building the world's first wind tunnel in 1871. Members of the Society used the tunnel and learned that cambered wings generated considerably more lift than expected by Cayley's Newtonian reasoning, with lift-to-drag ratios of about 5:1 at 15 degrees. This clearly demonstrated the ability to build practical heavier-than-air flying machines; what remained was the problem of controlling the flight and powering them.
Around 1871 Alphonse Pénaud made rubber powered model aircraft. While of little direct practical use they inspired a whole generation of future flight pioneers, including the Wright brothers who were given them as toys as children.
In 1874, Félix du Temple built the "Monoplane", a large plane made of aluminium in Brest, France, with a wingspan of 13 meters and a weight of only 80 kilogrammes (without the driver). Several trials were made with the plane, and it is generally recognized that it achieved lift off under its own power after a ski-jump run, glided for a short time and returned safely to the ground, making it the first successful powered flight in history, although the flight was only a short distance and a short time.
The 1880s became a period of intense study, characterised by the "gentleman scientists" who represented most research efforts until the 20th century. Starting in the 1880s advancements were made in construction that led to the first truly practical gliders. Three people, in particular, were active: Otto Lilienthal, Percy Pilcher and Octave Chanute. One of the first modern gliders appears to have been built by John J. Montgomery; it flew one flight outside of San Diego on August 28, 1883. It was not until many years later that his efforts became well known. Another hang-glider had been constructed by Wilhelm Kress as early as 1877 near Vienna.
Otto Lilienthal of Germany duplicated Wenham's work and greatly expanded on it in 1874, publishing his research in 1889. He also produced a series of ever-better gliders, and starting in 1891 was able to make flights of 25 meters or more routinely. He rigorously documented his work, including photographs, and for this reason, is one of the best known of the early pioneers. He also promoted the idea of "jumping before you fly", suggesting that researchers should start with gliders and work their way up, instead of simply designing a powered machine on paper and hoping it would work. His type of aircraft is now known as a hang glider.
By the time of his death in 1896 he had made 2500 flights of up to 250 meters on a number of designs when a gust of wind causing him to fall from a height of roughly 50 feet (15 m). He died the next day. Lilienthal had been working on small engines suitable for powering his designs at the time of his death.
Australian Lawrence Hargrave invented the box kite and dedicated his life to constructing flying machines. In the 1880s he experimented with monoplane models and by 1889 Hargrave had constructed a rotary aeroplane engine, driven by compressed air.
Picking up where Lilienthal left off, Octave Chanute took up aircraft design after early retirement and funded the development of several gliders. In the summer of 1896, his troop flew several of their designs many times at Miller Beach, Indiana, eventually deciding that the best was a biplane design that looks surprisingly modern. Like Lilienthal, he heavily documented his work while photographing it, and was busy corresponding with like-minded hobbyists around the world. Chanute was particularly interested in solving the problem of aerodynamic instability of the aircraft in flight, one which birds corrected for by instant corrections, but one that humans would have to address with stabilizing and control surfaces (or moving centre of gravity, as Lilienthal did). The most disconcerting problem was longitudinal instability (divergence) because as the angle of attack of a wing increased, the centre of pressure moved forward and made the angle increase more. Without immediate correction, the craft would pitch up and stall. Much more difficult to understand was the mixing of lateral/directional stability and control.
Throughout this period, a number of attempts were made to produce a true powered aircraft. However, the majority of these efforts were doomed to failure, being designed by hobbyists who did not have a full understanding of the problems being discussed by Lilienthal and Chanute.
In France, Clément Ader built the steam-powered Role and may have made a 50-meter flight near Paris in 1890, which would be the first self-propelled "long distance" flight in history. Ader then worked on a larger design which took five years to build. In a test for the French military, the Avion III reportedly managed to cover 300 meters at a very small height, crashing out of control.
Sir Hiram Maxim studied a series of designs in England, eventually building a monstrous 7,000 pounds (3,200 kg) design with a wingspan of 105 feet (32 m), powered by two advanced low-weight steam engines which delivered 180 hp (134 kW) each. Maxim built it to study the basic problems of construction and power and it remained without controls, and, realising that it would be unsafe to fly, he instead had 1,800 feet (550 m) track constructed for test runs. After a number of test runs working out problems, on July 31, 1894, they started a series of runs at increasing power settings. The first two were successful, with the craft "flying" on the rails. In the afternoon the crew of three fired the boilers to full power, and after reaching over 42 mph (68 km/h) about 600 feet (180 m) down the track the machine produced so much lift it pulled itself free of the track and crashed after flying at low altitudes for about 200 feet (61 m). Declining fortunes left him unable to continue his work until the 20th century when he was able to test a number of smaller designs powered by gasoline.
In the United Kingdom, an attempt at heavier-than-air flight was made by the aviation pioneer Percy Pilcher. Pilcher had built several working gliders, The Bat, The Beetle, The Gull and The Hawk, which he flew successfully during the mid to late 1890s. In 1899 he constructed a prototype powered aircraft which, recent research has shown, would have been capable of flight. However, he died in a glider accident before he was able to test it, and his plans were forgotten for many years.
The first aircraft to make routine controlled flights were non-rigid airships (later called "blimps".) The most successful early pioneering pilot of this type of aircraft was the Brazilian Alberto Santos-Dumont who effectively combined a balloon with an internal combustion engine. On October 19, 1901, he flew his airship "Number 6" over Paris from the Parc de Saint Cloud around the Eiffel Tower and back in under 30 minutes to win the Deutsch de la Meurthe prize. Santos-Dumont went on to design and build several aircraft. The subsequent controversy surrounding his and others' competing claims with regard to aircraft overshadowed his unparalleled contributions to the development of airships.
At the same time, that non-rigid airships were starting to have some success, rigid airships were also becoming more advanced. Indeed, rigid body dirigibles would be far more capable than fixed-wing aircraft in terms of pure cargo carrying capacity for decades. Dirigible design and advancement were brought about by the German count, Ferdinand von Zeppelin.
Construction of the first Zeppelin airship began in 1899 in a floating assembly hall on Lake Constance in the Bay of Manzell, Friedrichshafen. This was intended to ease the starting procedure, as the hall could easily be aligned with the wind. The prototype airship LZ 1 (LZ for "Luftschiff Zeppelin") had a length of 128 m, was driven by two 14.2 ps (10.6 kW) Daimler engines and balanced by moving a weight between its two nacelles.
The first Zeppelin flight occurred on July 2, 1900. It lasted for only 18 minutes, as LZ 1 was forced to land on the lake after the winding mechanism for the balancing weight had broken. Upon repair, the technology proved its potential in subsequent flights, beating the 6 m/s velocity record of French airship La France by 3 m/s, but could not yet convince possible investors. It would be several years before the Count was able to raise enough funds for another try. Indeed, it was not until 1902 when Spanish engineer Leonardo Torres Quevedo developed his own zeppelin airship, with which he solved the serious balance problems the suspending gondola had shown in previous flight attempts.
After a distinguished career in astronomy and shortly before becoming Secretary of the Smithsonian Institution, Samuel Pierpont Langley started a serious investigation into aerodynamics at what is today the University of Pittsburgh. In 1891 he published Experiments in Aerodynamics detailing his research and then turned to build his designs. On May 6, 1896, Langley's Aerodrome No.5 made the first successful sustained flight of an unpiloted, engine-driven heavier-than-air craft of a substantial size. It was launched from a spring-actuated catapult mounted on top of a houseboat on the Potomac River near Quantico, Virginia. Two flights were made that afternoon, one of 1,005 metres (3,297 ft) and a second of 700 metres (2,300 ft), at a speed of approximately 25 miles per hour (40 km/h). On both occasions, the Aerodrome No.5 landed in the water as planned, because, in order to save weight, it was not equipped with the landing gear. On November 28, 1896, another successful flight was made with the Aerodrome No.6. This flight, of 1,460 metres (4,790 ft), was witnessed and photographed by Alexander Graham Bell. The Aerodrome No.6 was actually Aerodrome No.4 greatly modified. So little remained of the original aircraft that it was given the new designation of Aerodrome No.6.
With the success of the Aerodrome No. 5 and its follow-on No. 6, Langley started looking for funding to build a full-scale man-carrying version of his designs. Spurred by the Spanish-American War, the U.S. government granted him $50,000 to develop a man-carrying flying machine for surveillance. Langley planned on building a scaled-up version known as the Aerodrome A and started with the smaller Quarter-scale Aerodrome, which flew twice on June 18, 1901, and then again with a newer and more powerful engine in 1903.
With the basic design apparently successfully tested, he then turned to the problem of a suitable engine. He contracted Stephen Balzer to build one but was disappointed when it delivered only 8 horsepower(6 kW) instead of 12 hp (9 kW) as he expected. Langley's assistant, Charles M. Manly, then reworked the design into a five-cylinder water-cooled radial that delivered 52 horsepower (39 kW) at 950 rpm, a feat that took years to duplicate. Now with both power and design, Langley put the two together with great hopes.
To his dismay, the resulting aircraft proved to be too fragile. He had apparently overlooked the effects of minimum gauge, and simply scaling up the original small models resulted in a design that was too weak to hold itself together. Two launches in late 1903 both ended with the Aerodrome immediately crashing into the water. The pilot, Manly, was rescued each time.
Langley's attempts to gain further funding failed and his efforts ended. Nine days after his second abortive launch on December 8, the Wright brothers successfully flew their aptly named Flyer. Glenn Curtiss made several modifications to the Aerodrome and successfully flew it in 1914—the Smithsonian Institution thus continued to assert that Langley's Aerodrome was the first machine "capable of flight".
Following a step by step method, discovering aerodynamic forces then controlling the flight, the brothers built and tested a series of kite and glider designs from 1900 to 1902 before attempting to build a powered design. The gliders worked, but not as well as the Wrights had expected based on the experiments and writings of their 19th-century predecessors. Their first glider, launched in 1900, had only about half the lift they anticipated. Their second glider built the following year, performed even more poorly. Rather than giving up, the Wrights constructed their own wind tunnel and created a number of sophisticated devices to measure lift and drag on the 200 wing designs they tested. As a result, the Wrights corrected earlier mistakes in calculations regarding drag and lift. Their testing and calculating produced the third glider with a larger aspect ratio and true three-axis control. They flew it successfully hundreds of times in 1902, and it performed far better than the previous models. In the end, by establishing their rigorous system of designing, wind-tunnel testing of airfoils and flight testing of full-size prototypes, the Wrights not only built a working aircraft but also helped advance the science of aeronautical engineering.
The Wrights appear to be the first design team to make seriously studied attempts to simultaneously solve the power and control problems. Both problems proved difficult, but they never lost interest. They solved the control problem by inventing wing warping for roll control, combined with simultaneous yaw control with a steerable rear rudder. Almost as an afterthought, they designed and built a low-powered internal combustion engine. Relying on their wind tunnel data, they also designed and carved wooden propellers that were more efficient than any before, enabling them to gain adequate performance from their marginal engine power. Although wing-warping was used only briefly during the history of aviation, when used with a rudder it proved to be a key advance in order to control an aircraft. While many aviation pioneers appeared to leave safety largely to chance, the Wrights' design was greatly influenced by the need to teach themselves to fly without unreasonable risk to life and limb, by surviving crashes. This emphasis, as well as marginal engine power, was the reason for low flying speed and for taking off in a headwind. Performance (rather than safety) was also the reason for the rear-heavy design because the canard could not be highly loaded; anhedral wings were less affected by crosswinds and were consistent with the low yaw stability.
According to the Smithsonian Institution and Fédération Aéronautique Internationale (FAI), the Wrights made the first sustained, controlled, powered heavier-than-air manned flight at Kill Devil Hills, North Carolina, four miles (8 km) south of Kitty Hawk, North Carolina on December 17, 1903.
The first flight by Orville Wright, of 120 feet (37 m) in 12 seconds, was recorded in a famous photograph. In the fourth flight of the same day, Wilbur Wright flew 852 feet (260 m) in 59 seconds. The flights were witnessed by three coastal lifesaving crewmen, a local businessman, and a boy from the village, making these the first public flights and the first well-documented ones.
Orville described the final flight of the day: "The first few hundred feet were up and down, as before, but by the time three hundred feet had been covered, the machine was under much better control. The course for the next four or five hundred feet had but little undulation. However, when out about eight hundred feet the machine began pitching again, and, in one of its darts downward, struck the ground. The distance over the ground was measured to be 852 feet (260 m); the time of the flight was 59 seconds. The frame supporting the front rudder was badly broken, but the main part of the machine was not injured at all. We estimated that the machine could be put in condition for flight again in about a day or two." They flew only about ten feet above the ground as a safety precaution, so they had little room to manoeuvre, and all four flights in the gusty winds ended in a bumpy and unintended "landing". Modern analysis by Professor Fred E. C. Culick and Henry R. Rex (1985) has demonstrated that the 1903 Wright Flyer was so unstable as to be almost unmanageable by anyone but the Wrights, who had trained themselves in the 1902 glider.
The Wrights continued flying at Huffman Prairie near Dayton, Ohio in 1904–05. After a severe crash on 14 July 1905, they rebuilt the Flyer and made important design changes. They almost doubled the size of the elevator and rudder and moved them about twice the distance from the wings. They added two fixed vertical vanes (called "blinkers") between the elevators and gave the wings a very slight dihedral. They disconnected the rudder from the wing-warping control, and as in all future aircraft, placed it on a separate control handle. When flights resumed the results were immediate. The serious pitch instability that hampered Flyers I and II were significantly reduced, so repeated minor crashes were eliminated. Flights with the redesigned Flyer III started lasting over 10 minutes, then 20, then 30. Flyer III became the first practical aircraft (though without wheels and needing a launching device), flying consistently under full control and bringing its pilot back to the starting point safely and landing without damage. On 5 October 1905, Wilbur flew 24 miles (39 km) in 39 minutes 23 seconds.
According to the April 1907 issue of the Scientific American magazine,the Wright brothers seemed to have the most advanced knowledge of heavier-than-air navigation at the time. Though, the same magazine issue also affirms that no public flight has been made in the United States before its April 1907 issue. Hence, they devised the Scientific American Aeronautic Trophy in order to encourage the development of a heavier-than-air flying machine.
The Brazilian inventor Alberto Santos-Dumont made a public flight with the flying machine designated 14-is also known as Oiseau de-prove (French for "bird of prey"), on 13 September 1906 in Paris. He used a canard elevator and pronounced wing dihedral, and covered a distance of 60 m (200 ft) on the grounds of the Chateau de Bagatelle in Paris' Bois de Boulogne, before a large crowd of witnesses. This well-documented event was the first flight verified by the Aéro-Club de France of a powered heavier-than-air machine in Europe and won the Deutsch-Archdeacon Prize for the first officially observed flight further than 25 meters.
On November 12, 1906, Santos-Dumont set the first world record recognised by the Federation Aeronautique Internationale by flying 220 metres in 21.5 seconds.
Santos-Dumont made other contributions to the field of aircraft design. He added movable surfaces, the precursor to ailerons, between the wings in an effort to gain more lateral stability. Santos-Dumont's final design was the Demoiselle monoplane (Nos. 19 to 22). This aircraft was employed as Dumont's personal transportation and he willingly let others make use of his design. In 1908 Santos-Dumont started working with Adolphe Clément's Clement-Bayard company to build the Demoiselle No 19. It was the world's first series production aircraft. By 1909 it was offered with a choice of 3 engines, Clement 20 hp; Wright 4-cyl 30 hp (Clement-Bayard had the license to manufacture Wright engines); and Clement-Bayard 40 hp designed by Pierre Clerget. The Demoiselle achieved 120 km/h.
Alberto Santos-Dumont – seriously ill, and said to be depressed over his multiple sclerosis(not confirmed) and the use of aircraft in warfare – is believed to have committed suicide by hanging himself in the city of Guarujá in São Paulo, on July 23, 1932.
Around the years 1900 to 1910, a number of other inventors made or claimed to have made short flights.
Controversy occasionally still arises over whether the Wright 1903 Flyer I or the 14-Bis was the first true aeroplane. Supporters of the Wright Brothers claims that only the Wright Flyer I and its successors met the modern definition of an aeroplane (i.e., manned, powered, heavier than air, fully controllable around all three axes, and capable of sustained flight). The Wright 1903 Flyer I met this definition on December 17, 1903, taking off under its own power along a level wooden guide rail. Supporters of Santos Dumont claims that the 14-Bis was the first one to met the official definition established by The Fédération Aéronautique Internationale, founded in France.
While the Wrights later used a launch catapult for their 1904 and 1905 machines, the purpose of this was to reduce the takeoff run from small fields. Flyers could also take off unassisted given sufficient space. The Wright's use of headwind to reduce takeoff run is of course still standard practice, especially on aircraft carriers.
It should be noted that the Wright 1905 Flyer (also called the Flyer III) flew more than 20 miles (32 km) in October 1905, a full year before the 14-bis made its first flight.
The 14-bis was marginally controllable at best and could only make wallowing hops. This remained true after Santos-Dumont installed primitive ailerons in November 1906. Unfortunately, they proved ineffective. On the plus side, Santos-Dumont (and most other early experimenters) used a wheeled undercarriage whereas the Wrights persisted with skids, which necessitated launching equipment such as catapults and rails. Additionally, preliminary handling trials of an aircraft could be made by fast ground runs.
On August 14, 1901, in Fairfield, Connecticut, Gustave Whitehead reportedly flew his engine-powered No.21 for 800 metres (2,600 ft) at 15 metres (49 ft) height. In January 1902, he claimed to have flown 11 kilometres (6.8 mi) over Long Island Sound in the improved No.22. After 1903, Whitehead faded from public awareness. Three decades later, Whitehead's possible flights emerged from obscurity after the events were featured in a 1935 newspaper article and a 1937 book. Aviation experts debated the topic, and a few decided for Whitehead, while the great majority, such as Charles Harvard Gibbs-Smith, said the flights could not have occurred.
Lyman Gilmore claimed to have achieved success on 15 May 1902 and is widely credited with the first use of the word "airport."
In New Zealand, South Canterbury farmer and inventor Richard Pearse constructed a monoplane aircraft that he reputedly flew in early 1903. Good evidence exists that on March 31, 1903, Pearse achieved a powered, though poorly controlled, the flight of several hundred metres. Pearse himself said that although he had made a powered takeoff, it was at "too low a speed for [his] controls to work".
The first balloon flights took place in Australia in the late 19th century while Bill Wittber and then escapologist Harry Houdini made Australia's first controlled flights in 1910. Witter was conducting taxiing tests in a Blériot XI aircraft in March 1910 in South Australia when he suddenly found himself about five feet in the air (Wittber's Hop). He flew about 40 feet (12 m) before landing. South Australia's other aviation firsts include the first flight from England to Australia by brothers Sir Ross and Sir Keith Smith in their Vickers Vimy bomber, the first Arctic flight by South Australian-born Sir Hubert Wilkins.
Karl Jatho from Hanover conducted a short motorised flight in August 1903, just a few months after Pearse. Jatho's wing design and airspeed did not allow his control surfaces to act properly to control the aircraft.
Also in the summer of 1903, eyewitnesses claimed to have seen Preston Watson make his initial flights at Errol, near Dundee in the east of Scotland. Once again, however, lack of photographic or documentary evidence makes the claim difficult to verify. Many claims of flight are complicated by the fact that many early flights were done at such low altitude that they did not clear the ground effect, and by the complexities involved in the differences between unpowered and powered aircraft.
The Wright brothers conducted numerous additional flights (about 150) in 1904 and 1905 from Huffman Prairie in Dayton, Ohio and invited friends and relatives. Newspaper reporters did not pay attention after seeing an unsuccessful flight attempt in May 1904.
Public exhibitions of high altitude flights were made by Daniel Maloney in the John Joseph Montgomery tandem-wing glider in March and April 1905 in the Santa Clara, California area. These flights received national media attention and demonstrated superior control of the design, with launches as high as 4,000 feet (1,200 m) and landings made at predetermined locations.
Two English inventors Henry Farman and John William Dunne were also working separately on powered flying machines. In January 1908, Farman won the Grand Prix d'Aviation by flying a 1 km circle, though by this time several longer flights had already been done. For example, the Wright brothers had made a flight over 39 kilometres (24 mi) in October 1905. Dunne's early work was sponsored by the British military and tested in great secrecy in Glen Tilt in the Scottish Highlands. His best early design, the D4, flew in December 1908 near Blair Atholl in Perthshire. Dunne's main contribution to early aviation was stability, which was a key problem with the planes designed by the Wright brothers and Samuel Cody.
On 14 May 1908, Wilbur Wright piloted the first two-person fixed-wing flight, with Charlie Furnas as a passenger.
The first powered flight in Britain was made in 1908 by American Sam Cody in a plane designed and built by the British Army.
In September 1908, Mrs Edith Berg became the first American woman to fly as a passenger in an aeroplane when she flew with Wilbur Wright in Le Mans, France.
The first powered flight by a Briton in Britain was made by John Moore-Brabazon (JTC Moore-Brabazon) in May 1909 on the Isle of Sheppey (Kent).
On 22 October 1909, Raymonde de Laroche became the first woman to fly solo in a powered heavier-than-air craft. She was also the first woman in the world to receive a pilot's licence.
Controversy over who gets credit for the invention of the aircraft has been fueled by Pearse's and Jatho's essentially non-existent efforts to inform the popular press and by the Wrights' secrecy while their patent was prepared.
In 1877, Enrico Forlanini developed an unmanned helicopter powered by a steam engine. It rose to a height of 13 meters, where it remained for some 20 seconds, after a vertical take-off from a park in Milan.
The first time a manned helicopter is known to have risen off the ground was in 1907 at Lisieux, France. The first successful rotorcraft, however, wasn't a true helicopter, but an autogyro invented by Spanish engineer Juan de la Cierva in 1919. This kind of rotorcraft was mainly used until the development of modern helicopters, when, for some reason, they became largely neglected, although the idea has since been resurrected several times. Since the first practical helicopter was the Focke Achgelis FW 61 (Germany, 1936), the autogyro's golden age only lasted around 20 years.
The first powered seaplane was invented in March 1910 by the French engineer Henri Fabre. Its name was Le Canard ('the duck'), and took off from the water and flew 800 meters on its first flight on March 28, 1910. These experiments were closely followed by the aircraft pioneers Gabriel and Charles Voisin, who purchased several of the Fabre floats and fitted them to their Canard Voisin aeroplane. In October 1910, the Canard Voisin became the first seaplane to fly over the river Seine, and in March 1912, the first seaplane to be used militarily from a seaplane carrier, La Foudre ('the lightning').
Almost as soon as they were invented, planes were drafted for military service. The first country to use planes for military purposes was Italy, whose planes made reconnaissance, bombing and shelling correction military flights during the Italian-Turkish war (September 1911 – October 1912), in Libya. First mission (a reconnaissance) happened on 23 October 1911. The first bombing of enemy columns was the 1st November 1911. ThenBulgaria followed this example. Its planes attacked and reconnoitred the Ottoman positions during the First Balkan War 1912–13. The first war to see major use of planes in the offensive, defensive and reconnaissance capabilities was World War I. The Allies and Central Powers both used planes extensively.
While the concept of using the aeroplane as a weapon of war was generally laughed at before World War I, the idea of using it for photography was one that was not lost on any of the major forces. All of the major forces in Europe had light aircraft, typically derived from pre-war sporting designs, attached to their reconnaissance departments. Radiotelephones were also being explored on aeroplanes, notably the SCR-68, as communication between pilots and ground commander grew more and more important
It was not long before aircraft were shooting at each other, but the lack of any sort of steady point for the gun was a problem. The French solved this problem when, in late 1914, Roland Garros attached a fixed machine gun to the front of his plane, but while Adolphe Pegoud would become known as the first "ace", getting credit for five victories, before also becoming the first ace to die in action, it was German Luftstreitkräfte Leutnant Kurt Wintgens, who, on July 1, 1915, scored the very first aerial victory by a purpose-built fighter plane, with a synchronized machine gun.
Aviators were styled as modern day knights, doing individual combat with their enemies. Several pilots became famous for their air to air combats, the most well known is Manfred von Richthofen, better known as the Red Baron, who shot down 80 planes in the air to air combat with several different planes, the most celebrated of which was the Fokker Dr.I. On the Allied side, René Paul Fonck is credited with the most all-time victories at 75, even when later wars are considered.
Because all of the litigation and patent wars fought by the Wright brothers the development of aeroplanes in the USA was hindered and delayed so in World War I practically all pilots, including American pilots, had to use aeroplanes made in Europe.
The years between World War I and World War II saw great advancements in aircraft technology. Aeroplanes evolved from low-powered biplanes made from wood and fabric to sleek, high-powered monoplanes made of aluminium, based primarily on the founding work of Hugo Junkers during the World War I period. The age of the great airships came and went.
After World War, I experienced fighter pilots were eager to show off their new skills. Many American pilots became barnstormers, flying into small towns across the country and showing off their flying abilities, as well as taking paying passengers for rides. Eventually, the barnstormers grouped into more organised displays. Air shows sprang up around the country, with air races, acrobatic stunts, and feats of air superiority. The air races drove engine and airframe development—the Schneider Trophy, for example, led to a series of ever faster and sleeker monoplane designs culminating in the Supermarine S.6B, a direct forerunner of the Spitfire. With pilots competing for cash prizes, there was an incentive to go faster. Amelia Earhart was perhaps the most famous of those on the barnstorming/air show circuit. She was also the first female pilot to achieve records such as the crossing of the Atlantic and Pacific Oceans.
Other prizes, for distance and speed records, also drove development forwards. For example on June 14, 1919, Captain John Alcock and Lieutenant Arthur Brown co-piloted a Vickers Vimy non-stop from St. John's, Newfoundland to Clifden, Ireland, winning the £13,000 ($65,000) Northcliffe prize. Eight years later Charles Lindbergh took the Orteig Prize of $25,000 for the first solo non-stop crossing of the Atlantic. Months after Lindbergh, Paul Redfern was the first to solo the Caribbean Sea and was last seen flying over Venezuela.
Australian Charles Kingsford Smith was the first to fly across the larger Pacific Ocean in the Southern Cross. His crew left Oakland, California to make the first trans-Pacific flight to Australia in three stages. The first (from Oakland to Hawaii) was 2,400 miles, took 27 hours 25 minutes and was uneventful. They then flew to Suva, Fiji 3,100 miles away, taking 34 hours 30 minutes. This was the toughest part of the journey as they flew through a massive lightning storm near the equator. They then flew on to Brisbane in 20 hours, where they landed on 9 June 1928 after approximately 7,400 miles total flight. On arrival, Kingsford Smith was met by a huge crowd of 25,000 at Eagle Farm Airport in his hometown of Brisbane. Accompanying him were Australian aviator Charles Ulm as the relief pilot, and the Americans James Warner and Captain Harry Lyon (who were the radio operator, navigator and engineer). With Ulm, Kingsford Smith later continued his journey being the first in 1929 to circumnavigate the world, crossing the equator twice.
The first lighter-than-air crossings of the Atlantic were made by airship in July 1919 by His Majesty's Airship R34 and crew when they flew from East Lothian, Scotland to Long Island, New York and then back to Pulham, England. By 1929, airship technology had advanced to the point that the first round-the-world flight was completed by the Graf Zeppelin in September and in October, the same aircraft inaugurated the first commercial transatlantic service. However, the age of the dirigible ended following the destruction by fire of the zeppelin Hindenburg just before landing at Lakehurst, New Jersey on May 6, 1937, killing 35 of the 97 people aboard. Previous spectacular airship accidents, from the Wingfoot Express disaster (1919) to the loss of the Akron (1933) and the Macon (1935) had already cast doubt on airship safety; following the destruction of the Hindenburg, the remaining airship making international flights, the Graf Zeppelin was retired (June 1937); its replacement, the dirigible Graf Zeppelin II, made a number of flights, primarily over Germany, from 1938 to 1939, but was grounded when Germany began World War II. Both remaining German zeppelins were scrapped in 1940 to supply metal for the German Luftwaffe; the last American Zeppelin, the Los Angeles, which had not flown since 1932, was dismantled in late 1939.
Meanwhile in Germany, who was restricted by the Treaty of Versailles in its development of powered aircraft, instead developed gliding as a sport, especially at the Wasserkuppe, during the 1920s. In its various forms, this activity now has over 400,000 participants.
1929 also saw the first flight off by far the largest plane ever built until then: the Dornier Do X with a wingspan of 48 m. On its 70th test flight on October 21, there were 169 people on board, a record that was not broken for 20 years.
In the 1930s development of the jet engine began in Germany and in Britain - both countries would go on to develop jet aircraft by the end of World War II.
World War II saw a drastic increase in the pace of aircraft development and production. All countries involved in the war stepped up development and production of aircraft and flight based weapon delivery systems, such as the first long-range bomber. Also, air combat tactics and doctrines changed, large-scale strategic bombing campaigns were launched, fighter escorts introduced and the most flexible aircraft and weapons allowed precise attacks on small targets with dive bombers, fighter-bombers, and ground-attack aircraft. New technologies like radar also allowed the more coordinated and controlled deployment of air defence.
The first functional jetplane was the Heinkel He 178 (Germany), flown by Erich Warsitz in 1939, followed by the world's first operational jet aircraft, the Me 262, in July 1942 and world's first jet-powered bomber, the Arado Ar 234, in June 1943. British developments, like the Gloster Meteor, followed afterwards but saw only brief use in World War II. The first cruise missile (V-1), the first ballistic missile (V-2), the first (and to date only) operational rocket-powered combat aircraft Me 163 and the first vertical take-off manned point-defence interceptor Bachem Ba 349 were also developed by Germany. However, jet fighters had only limited impact due to their late introduction, fuel shortages, the lack of experienced pilots and the declining war industry of Germany.
Not only aeroplanes but also helicopters saw rapid development in the Second World War. With the introduction of the Focke Achgelis Fa 223, the Flettner Fl 282 in 1941 in Germany and the Sikorsky R-4 in 1942 in the USA, for the first time larger helicopter formations were produced and deployed.
After World War II, commercial aviation grew rapidly, using mostly ex-military aircraft to transport people and cargo. This growth was accelerated by the glut of heavy and super-heavy bomber airframes like the B-29 and Lancaster that could be converted into commercial aircraft. The DC-3 also made for easier and longer commercial flights. The first commercial jet airliner to fly was the British De Havilland Comet. By 1952, the British state airline BOAC had introduced the De Havilland Comet into scheduled service. While a technical achievement, the plane suffered a series of highly public failures, as the shape of the windows led to cracks due to metal fatigue. The fatigue was caused by cycles of pressurisation and depressurization of the cabin and eventually led to catastrophic failure of the plane's fuselage. By the time the problems were overcome, other jet airliner designs had already taken to the skies.
USSR's Aeroflot became the first airline in the world to operate sustained regular jet services on September 15, 1956, with the Tupolev Tu-104. Boeing 707, which established new levels of comfort, safety and passenger expectations, ushered in the age of mass commercial air travel, dubbed the Jet Age.
In October 1947 Chuck Yeager took the rocket-powered Bell X-1 broke the sound barrier. Although anecdotal evidence exists that some fighter pilots may have done so while divebombing ground targets during the war, this was the first controlled, level flight to cross the sound barrier. Further barriers of distance fell in 1948 and 1952 with the first jet crossing of the Atlantic and the first nonstop flight to Australia.
The 1945 appearance of nuclear bomb briefly increased the strategical importance of military aircraft in the Cold War between East and West. Even a moderate fleet of long-range bombers could deliver a deadly blow to the enemy, so great effort has been put to develop countermeasures. At first, the supersonic interceptor aircraft were produced in considerable numbers. By 1955 most development efforts shifted to guided surface-to-air missiles. However, the approach diametrically changed when a new type of nuclear-carrying platform appeared that could not be stopped in any conceivable way: intercontinental ballistic missiles. The possibility of these was demonstrated in 1957 with the launch of Sputnik 1 by the Soviet Union. This action started the Space Race between the nations.
In 1961, the sky was no longer the limit for manned flight, as Yuri Gagarin orbited once around the planet within 108 minutes, and then used the descent module of Vostok I to safely reenter the atmosphere and reduce speed from Mach 25 using friction and converting velocity into heat. The United States responded by launching Alan Shepard into space on a suborbital flight in a Mercury space capsule. With the launch of the Alouette I in 1963, Canada became the third country to send a satellite into space. The space race between the United States and the Soviet Union would ultimately lead to the landing of men on the moon in 1969.
In 1967, the X-15 set the airspeed record for an aircraft at 4,534 mph (7,297 km/h) or Mach 6.1 (7,297 km/h). Aside from vehicles designed to fly in outer space, this record was renewed by X-43 in the 21st century.
The Harrier Jump Jet often referred to as just "Harrier" or "the Jump Jet", is a British designed military jet aircraft capable of Vertical/Short Takeoff and Landing (V/STOL) via thrust vectoring. It first flew in 1969. The same year that Neil Armstrong and Buzz Aldrin set foot on the moon, and Boeing unveiled the Boeing 747 and the Aérospatiale-BAC Concorde supersonic passenger airliner had its maiden flight. The Boeing 747 was the largest commercial passenger aircraft ever to fly, and still carries millions of passengers each year, though it has been superseded by the Airbus A380, which is capable of carrying up to 853 passengers. In 1975 Aeroflot started regular service on the Tu-144—the first supersonic passenger plane. In 1976 British Airways began supersonic service across the Atlantic, with Concorde. A few years earlier the SR-71Blackbird had set the record for crossing the Atlantic in under 2 hours, and Concorde followed in its footsteps.
The last quarter of the 20th century saw a slowing of the pace of advancement. No longer was revolutionary progress made in flight speeds, distances and technology. This part of the century saw the steady improvement of flight avionics and a few minor milestones in flight progress.
For example, in 1979 the Gossamer Albatross became the first human-powered aircraft to cross the English channel. This achievement finally saw the realisation of centuries of dreams of human flight. In 1981, the Space Shuttle made its first orbital flight, proving that a large rocket ship can take off into space, provide a pressurised life support system for several days, reenter the atmosphere at orbital speed, precision glide to a runway and land like a plane.
In 1986 Dick Rutan and Jeana Yeager flew an aircraft, the Rutan Voyager, around the world unrefuelled, and without landing. In 1999 Bertrand Piccard became the first person to circle the earth in a balloon. The focus was turning to the ultimate conquest of space and flight at faster than the speed of sound. The ANSARI X PRIZE inspired entrepreneurs and space enthusiasts to build their own rocket ships to fly faster than sound and climb into the lower reaches of space.
In commercial aviation, the early 21st century saw the end of an era with the retirement of Concorde. Only commercially viable in niche markets, the planes were required to fly over the oceans if they wanted to break the sound barrier. Concorde was fuel hungry and could carry a limited amount of passengers due to its highly streamlined design. Nevertheless, it seems to have made a significant operating profit for British Airways.
At the beginning of the 21st century, subsonic military aviation focused on eliminating the pilot in favour of remotely operated or completely autonomous vehicles. Several unmanned aerial vehicles or UAVs have been developed. In April 2001 the unmanned aircraft Global Hawk flew from Edwards AFB in the US to Australia non-stop and unrefuelled. This is the longest point-to-point flight ever undertaken by an unmanned aircraft and took 23 hours and 23 minutes. In October 2003 the first totally autonomous flight across the Atlantic by a computer-controlled model aircraft occurred.
The U.S. Centennial of Flight Commission was established in 1999 to encourage the broadest national and international participation in the celebration of 100 years of powered flight. It publicised and encouraged a number of programs, projects and events intended to educate people about the history of aviation.
Major disruptions to air travel in the 21st century included the closing of U.S. airspace due to the September 11 attacks, and the closing of most of the European airspace after the 2010 eruption of Eyjafjallajökull