Technological Development in Aviation since 1890 (original) (raw)
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History of Aviation-A Short Review
Journal of Aircraft and Spacecraft Technology
The man has always wanted to be able to fly. The dream or although it has achieved, has not been reached yet fully. The fuse of the flight today is much higher than in the past, but is not yet complete. Although they have carried out the steps in the increase of the safety of a ship in flight, there are still many steps to do. For our passengers, but also for our pilots, these brave people and beautiful, it's time to do something in addition, something more. All those who are to get into a ship must be confident that they will fly absolutely without any problems, regardless of the weather, time, climate, brightness, weather conditions, temperature, altitude... In order to achieve a flight higher quality, it is first necessary to know the history of the flight of the man from its inception up today. The present paper wants to present history human flight, as she was in a vision as realistic as possible. The paper is addressed to in the first place to all those who contributed or still contribute to the achievement of this beautiful dream of the man, the flight. According to Aulus Gellius, Archytas philosopher of the old Greek, a mathematician, astronomers, law and political strategist, was considered that has designed and built around 400 B.C., first artificial device of the flight is self-propelled, a model in the form of bird propelled by an steam boost (an engine with the steamer) used as the reactor with steam, about whom they say he flew effectively to about 200 m altitude. This machine, named by its inventor "The Dove", could be suspended on a wire to fly securely on a path of feed. The inventor of the berbers from the ninth century, Abbas Ibn Firnas, is considered by John Harding to be the first attempt of the flight heavier than air in the history of aviation. In 1010 AD, a British (English) monk, Eilmer of Malmesbury, assumed the piloting of a primitive sliding boat from the Malmesbury Abbey tower. It is said that Eilmer flew over 200 m (180 m) before landing and breaking his legs. He later remarked that the only reason he did not fly further was that he forgot to design his flight instrument and a queue, for which he redesigned his aircraft more technically, but his ancestor took Forbidden any other experiments on the grounds that they are bad (Satanic inspiration) and lead to serious accidents.
The History and Physics of Flight
A curriculum for grades 5-8 The History and Physics of Flight curriculum was designed during the summer of 1998 in a one week curriculum development workshop sponsored by the Mn/DOT Office of Aeronautics. Close attention was paid to the Minnesota Graduation Standards during the development of this interdisciplinary curriculum. To e-mail your comments about the curriculum or for more information about aviation education, please visit our website:
The prevailing view is that we cannot witness biological evolution because it occurred on a time scale immensely greater than our lifetime. Here, we show that we can witness evolution in our lifetime by watching the evolution of the flying human-and-machine species: the airplane. We document this evolution, and we also predict it based on a physics principle: the constructal law. We show that the airplanes must obey theoretical allometric rules that unite them with the birds and other animals. For example, the larger airplanes are faster, more efficient as vehicles, and have greater range. The engine mass is proportional to the body size: this scaling is analogous to animal design, where the mass of the motive organs (muscle, heart, lung) is proportional to the body size. Large or small, airplanes exhibit a proportionality between wing span and fuselage length, and between fuel load and body size. The animal-design counterparts of these features are evident. The view that emerges is that the evolution phenomenon is broader than biological evolution. The evolution of technology, river basins, and animal design is one phenomenon, and it belongs in physics. V C 2014 AIP Publishing LLC. [http://dx.
Journal of Aircraft and Spacecraft Technology, 2017
A modern flight involves both a great flight quality and high safety throughout. You can't speak of a quality of flight today unless it provides increased comfort to all passengers in full safety and relaxation. Regardless of the aircraft design type, a minimum level of comfort is required in the passenger cabin so that they feel safe, comfortable, quiet, plus not having the time to get bored if the flight is longer, but to keep constant the sensation of pleasure. For longer journeys, passengers must have the feeling of a vacation and not of a travel that doesn't over. Today, modern ships struggle to provide passengers with extra comfort, who no longer have to look on the walls or on a possible common screen that diffuses a movie that is known or not interesting for passengers as being a bad movie of a bad cinema. Every passenger must have his own laptop, which he can work on, navigate, communicate, or watch a pleasant, personally chosen film so that time passes easily and quickly and the journey being one as special as possible. Another aspect of a successful journey is to ensure increased safety throughout it. This is not easy to accomplish, especially in modern, complicated times, with all sorts of dangers that can occur during a flight. Nor is the fact that the ship is giant, full of people, workers, supervisors, can not completely eliminate all the dangers of a possible terrorist attack on board or from outside the ship, the dangers of air voids, globular lightning, frost, birds, a completely free route ... A large mass of specialists is constantly working to solve these problems. The propulsion system of the ship and its maintenance in the air, are, in the opinion of the authors of this paper, the two essential factors of ensuring one safer flight. For this reason, the paper will focus on the modern propulsion systems of an aircraft and in the most normal way of keeping it in the air. The safest way to keep an airplane in the air known from the oldest to the present day is the use of a navigable airship. On such a flying device, which automatically keeps everything in the air, without the danger of collapsing, with minimal fuel and energy consumption, with great flight safety and high comfort, it is only the problem of the maximum speed of navigation, which may be limited by the high resistance of the aircraft to advance. When we have a pleasure trip, or one on short or medium distances, navigating with airships is always preferred. What can be done when the journey takes place over very long distances and travelers are rushed to arrive at the destination, with the high speed of the aircraft being a priority? At first glance, in such cases, an airship can no longer be used. And yet a modifiable one could be used successfully and in such situations. This is an essential point to be discussed during this work.
Volume II: Reinventing the Airplane
The Wind and Beyond A Documentary Journey into the History of Aerodynamics in America Volume II: Reinventing the Airplane The Wind and Beyond Vol. II
CLIPPED WINGS: VOLUME I: Charles Olmsted and the Early History of Flight
Academia, 2019
The spring of 1942 forecast the start of a promising career for the 22-year-old Eugene Larrabee, but for the 61-year-old Charles Olmsted (pl. 1) 1942 held many disappointments. Both men were engineers who worked at the Curtiss-Wright plant in Buffalo: Olmsted as a consultant and Larrabee as a newly-hired graduate of Worcester Polytech. Although 1942 marked the end of Charles Olmsted’s striving as a scientist and engineer, the younger man would learn from the older man how to design the perfect propeller. From this transfer of knowledge Larrabee later became famous for the minimum-induced-loss propeller, while Olmsted, the originator of the idea, has been forgotten. In Larrabee’s hands in 1979, some 70 years after Olmsted had first patented the design, the perfect propeller enabled man to fly self-propelled across the English Channel as well as to fly under his own power, like Daedalus, from Crete to an island off the coast of Greece. Between 1909 and 1912 Olmsted had completed the design of the perfect plane to be propelled by his perfect propellers (pl. 2). He had nearly completed constructing it as well. Olmsted had formed a syndicate with the Buffalo Pitts Company and some of Buffalo’s most prominent businessmen to develop a plane of solid construction, as opposed to the ultra-light type craft of the day. In his plane, which he called the Bird, every component part was constructed of wood and metal. The design of the plane was focused on achieving strength, low weight, and streamlining. The wings, fuselage, and tail, as well as their final assemblage were perfected by thorough testing of models in the wind-tunnel to achieve maximum efficiency, safety, and stability. The plane was years ahead of its time. The Buffalo Pitts Company, the country’s largest manufacturer of steam traction engines, wished to soar into the twentieth century rather than plod along at the cumbersome rate of their heavy steam engines.
Alternate history and the evolution of manned flight
39th Aerospace Sciences Meeting and Exhibit, 2001
Several turning points in aerospace history are examined to explore possible alternative outcomes and important aspects of the historical significance of the divergences and the impact upon aerospace technology. In early aviation, the aviators Otto Lilienthal, Samuel Langley, and the Wright Brothers are considered as likely candidates for alternative historical paths. In early rocket development, the lives of the rocket scientists Robert Goddard, Wernher von Braun, and Sergei Korolev are similarly examined.
The birth of the practical aeroplane: An appraisal of the Wright brothers’ achievements in 1905
The Aeronautical Journal
In this second Aeronautical Journal paper providing a technical appraisal of the Wright brothers’ achievements, the authors use modelling and simulation and associated flight dynamics analysis to present the development of the first practical aeroplane. The aircraft in question, the Wright Flyer III, was deemed fit for service by the Wrights in October 1905, and had evolved significantly from the first powered aircraft of 17 December 1903. The appraisal tries to shed light on many of the flight handling problems that the Wright brothers faced during this, their third phase of aeronautical endeavour, in 1904 and 1905. They retained their unstable configuration born in the 1901 and 1902 gliders, gradually refining the performance and handling until they considered the aircraft was ready for market. Their process of refinement has been reconstructed in simulation within the Liverpool Wright project, highlighting the many important developments during a period when Wilbur and Orville’s ...
The Contribution of the Wright Brothers in Airplane Development: An Investigative Report
International Journal of Professional Aviation Training & Testing Research, 2016
On 17 December 1903, Wilbur and Orville Wright entered the record books when their heavier-than-air flying machine became the first capable of manned, powered, sustained, and controlled flight. However, the Wrights did not invent the airplane. This is a general misconception. A closer examination of aviation history reveals that the accomplishment of the Wright brothers was the final step in a work that started much earlier than them. A review of the literature demonstrates that some historians may have disregarded certain unpopular characteristics in the Wrights' behaviors, namely their legal battles with the rest of the aviation world to attain wealth and recognition.