The Age of Invention - Holland Thompson (interesting books to read .txt) 📗

spite of long disappointment. I well remember how, as a child, when lying in a New England pasture, h watched a hawk soaring far up in the blue, and sailing for a long time without any motion of its wings, as though it needed no work to sustain it, but was kept up there by some miracle. But, however sustained, I saw it sweep in a few seconds of its leisurely flight, over a distance that to me was encumbered with every sort of obstacle, which did not exist for it … . How wonderfully easy, too, was its flight! There was not a flutter of its pinions as it swept over the field, in a motion which seemed as effortless as that of its shadow. After many years and in mature life, I was brought to think of these things again, and to. ask myself whether the problem of artificial flight was as hopeless and as absurd as it was then thought to be”… In three or four years Langley made nearly forty models. “The primary difficulty lay in making the model light enough and sufficiently strong to support its power,” he says. “This difficulty continued to be fundamental through every later form; but, beside this, the adjustment of the center of gravity to the center of pressure of the wings, the disposition of the wings themselves, the size of the propellers, the inclination and number of the blades, and a great number of other details, presented themselves for examination.”

By 1891 Langley had a model light enough to fly, but proper balancing had not been attained. He set himself anew to find the practical conditions of equilibrium and of horizontal flight. His experiments convinced him that “mechanical sustenation of heavy bodies in the air, combined with very great speeds, is not only possible, but within the reach of mechanical means we actually possess.”

After many experiments with new models Langley at length fashioned a steamdriven machine which would fly horizontally. It weighed about thirty pounds; it was some sixteen feet in length, with two sets of wings, the pair in front measuring forty feet from tip to tip. On May 6, 1896, this model was launched over the Potomac River. It flew half a mile in a minute and a half. When its fuel and water gave out, it descended gently to the river’s surface. In November Langley launched another model which flew for three-quarters of a mile at a speed of thirty miles an hour.

These tests demonstrated the practicability of artificial flight.

The Spanish-American War found the military observation balloon doing the limited work which it had done ever since the days of Franklin. President McKinley was keenly interested in Langley’s design to build a power-driven flying machine which would have innumerable advantages over the balloon. The Government provided the funds and Langley took up the problem of a flying machine large enough to carry a man. His initial difficulty was the engine. It was plain at once that new principles of engine construction must be adopted before a motor could be designed of high power yet light enough to be borne in the slender body of an airplane. The internal combustion engine had now come into use.

Langley went to Europe in 1900, seeking his motor, only to be told that what he sought was impossible.

His assistant, Charles M. Manly, meanwhile found a builder of engines in America who was willing to make the attempt. But, after two years of waiting for it, the engine proved a failure.

Manly then had the several parts of it, which he deemed hopeful, transported to Washington, and there at the Smithsonian Institution he labored and experimented until he evolved a light and powerful gasoline motor. In October, 1903, the test was made, with Manly aboard of the machine. The failure which resulted was due solely to the clumsy launching apparatus. The airplane was damaged as it rushed forward before beginning to soar; and, as it rose, it turned over and plunged into the river. The loyal and enthusiastic Manly, who was fortunately a good diver and swimmer, hastily dried himself and gave out a reassuring statement to the representatives of the press and to the officers of the Board of Ordnance gathered to witness the flight.

A second failure in December convinced spectators that man was never intended to fly. The newspapers let loose such a storm of ridicule upon Langley and his machine, with charges as to the waste of public funds, that the Government refused to assist him further. Langley, at that time sixty-nine years of age, took this defeat so keenly to heart that it hastened his death, which occurred three years later. “Failure in the aerodrome itself,” he wrote, “or its engines there has been none; and it is believed that it is at the moment of success, and when the engineering problems have been solved, that a lack of means has prevented a continuance of the work.”

It was truly “at the moment of success” that Langley’s work was stopped. On December 17, 1903, the Wright brothers made the first successful experiment in which a machine carrying a man rose by its own power, flew naturally and at even speed, and descended without damage. These brothers, Wilbur and Orville, who at last opened the long besieged lanes of the air, were born in Dayton, Ohio. Their father, a clergyman and later a bishop, spent his leisure in scientific reading and in the invention of a typewriter which, however, he never perfected. He inspired an interest in scientific principles in his boys’ minds by giving them toys which would stimulate their curiosity. One of these toys was a helicopter, or Cayley’s Top, which would rise and flutter awhile in the air.

After several helicopters of their own, the brothers made original models of kites, and Orville, the younger, attained an exceptional skill in flying them. Presently Orville and Wilbur were making their own bicycles and astonishing their neighbors by public appearances on a specially designed tandem. The first accounts which they read of experiments with flying machines turned their inventive genius into the new field. In particular the newspaper accounts at that time of Otto Lilienthal’s exhibitions with his glider stirred their interest and set them on to search the libraries for literature on the subject of flying. As they read of the work of Langley and others they concluded that the secret of flying could not be mastered theoretically in a laboratory; it must be learned in the air. It struck these young men, trained by necessity to count pennies at their full value, as “wasteful extravagance” to mount delicate and costly machinery on wings which no one knew how to manage.

They turned from the records of other inventors’ models to study the one perfect model, the bird. Said Wilbur Wright, speaking before the Society of Western Engineers, at Chicago: “The bird’s wings are undoubtedly very well designed indeed, but it is not any extraordinary efficiency that strikes with astonishment, but rather the marvelous skill with which they are used. It is true that I have seen birds perform soaring feats of almost incredible nature in positions where it was not possible to measure the speed and trend of the wind, but whenever it was possible to determine by actual measurements the conditions under which the soaring was performed it was easy to account for it on the basis of the results obtained with artificial wings. The soaring problem is apparently not so much one of better wings as of better operators.”*

* Cited in Turner, “The Romance of Aeronautics”.

When the Wrights determined to fly, two problems which had beset earlier experimenters had been partially solved. Experience had brought out certain facts regarding the wings; and invention had supplied an engine. But the laws governing the balancing and steering of the machine were unknown. The way of a man in the air had yet to be discovered.

The starting point of their theory of flight seems to have been that man was endowed with an intelligence at least equal to that of the bird; and, that with practice he could learn to balance himself in the air as naturally and instinctively as on the ground. He must and could be, like the bird, the controlling intelligence of his machine. To quote Wilbur Wright again: “It seemed to us that the main reason why the problem had remained so long unsolved was that no one had been able to obtain any adequate practice. Lilienthal in five years of time had spent only five hours in actual gliding through the air. The wonder was not that he had done so little but that he had accomplished so much. It would not be considered at all safe for a bicycle rider to attempt to ride through a crowded city street after only five hours’ practice spread out in bits of ten seconds each over a period of five years, yet Lilienthal with his brief practice was remarkably successful in meeting the fluctuations and eddies of wind gusts. We thought that if some method could be found by which it would be possible to practice by the hour instead of by the second, there would be a hope of advancing the solution of a very difficult problem.”

The brothers found that winds of the velocity they desired for their experiments were common on the coast of North Carolina.

They pitched their camp at Kitty Hawk in October, 1900, and made a brief and successful trial of their gliding machine. Next year, they returned with a much larger machine; and in 1902 they continued their experiments with a model still further improved from their first design. Having tested their theories and become convinced that they were definitely on the right track, they were no longer satisfied merely to glide. They set about constructing a power machine. Here a new problem met them. They had decided on two screw propellers rotating in opposite directions on the principle of wings in flight; but the proper diameter, pitch, and area of blade were not easily arrived at.

On December 17, 1903, the first Wright biplane was ready to navigate the air and made four brief successful flights.

Subsequent flights in 1904 demonstrated that the problem of equilibrium had not been fully solved; but the experiments of 1905 banished this difficulty.

The responsibility which the Wrights placed upon the aviator for maintaining his equilibrium, and the tailless design of their machine, caused much headshaking among foreign flying men when Wilbur Wright appeared at the great aviation meet in France in 1908. But he won the Michelin Prize of eight hundred pounds by beating previous records for speed and for the time which any machine had remained in the air. He gave exhibitions also in Germany and Italy and instructed Italian army officers in the flying of Wright machines. At this time Orville was giving similar demonstrations in America. Transverse control, the warping device invented by the Wright brothers for the preservation of lateral balance and for artificial inclination in making turns, has been employed in a similar or modified form in most airplanes since constructed.

There was no “mine” or “thine” in the diction of the Wright brothers; only “we” and “ours.” They were joint inventors; they shared their fame equally and all their honors and prizes also until the death of Wilbur in 1912. They were the first inventors to make the ancient dream of flying man a reality and to demonstrate that reality to the practical world.

When the NC flying boats of the United States navy lined up at Trepassey in May, 1919, for their Atlantic venture, and the press was full of pictures of them, how many hasty readers, eager only for news of the start, stopped to think what the initials NC

stood for?

The seaplane is the chief contribution of Glenn Hammond Curtiss