1912 book on flying machines
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1912 book on flying machines
This is a must read!
Flying Machine: Construction and Operation, by W.J. Jackman and Thos. H. Russell
It talks in depth about the ideas behind flying machines, and often there are huge gaps in the knowledge. It gives detailed instructions on how to build your own flying machine. The book really is a time machine into the past, a great read
Some very noteworthy quotes:
Flying Machine: Construction and Operation, by W.J. Jackman and Thos. H. Russell
It talks in depth about the ideas behind flying machines, and often there are huge gaps in the knowledge. It gives detailed instructions on how to build your own flying machine. The book really is a time machine into the past, a great read
Some very noteworthy quotes:
In the opinion of competent experts it is idle to look for a commercial future for the flying machine. There is, and always will be, a limit to its carrying capacity which will prohibit its employment for passenger or freight purposes in a wholesale or general way. There are some, of course, who will argue that because a machine will carry two people another may be constructed that will carry a dozen, but those who make this contention do not understand the theory of weight sustentation in the air; or that the greater the load the greater must be the lifting power (motors and plane surface), and that there is a limit to these—as will be explained later on—beyond which the aviator cannot go.
Puzzle in Bird Soaring.
But a bird, which is also heavier than air, will remain suspended, in a calm, will even soar and move in a circle, without apparent movement of its wings. This is explained on the theory that there are generally vertical columns of air in circulation strong enough to sustain a bird, but much too weak to exert any lifting power on a flying machine, It is easy to understand how a bird can remain suspended when the wind is in action, but its suspension in a seeming dead calm was a puzzle to scientists until Mr. Chanute advanced the proposition of vertical columns of air.
But a bird, which is also heavier than air, will remain suspended, in a calm, will even soar and move in a circle, without apparent movement of its wings. This is explained on the theory that there are generally vertical columns of air in circulation strong enough to sustain a bird, but much too weak to exert any lifting power on a flying machine, It is easy to understand how a bird can remain suspended when the wind is in action, but its suspension in a seeming dead calm was a puzzle to scientists until Mr. Chanute advanced the proposition of vertical columns of air.
The helicopter gets its name from being fitted with vertical propellers or helices (see illustration) by the action of which the machine is raised directly from the ground into the air. This does away with the necessity for getting the machine under a gliding headway before it floats, as is the case with the aeroplane, and consequently the helicopter can be handled in a much smaller space than is required for an aeroplane. This, in many instances, is an important advantage, but it is the only one the helicopter possesses, and is more than overcome by its drawbacks. The most serious of these is that the helicopter is deficient in sustaining capacity, and requires too much motive power.
[...]
Nevertheless one of the leading scientific men of the day advocated a type in which this, the main function of the flying machine, was overlooked. When the machine was considered as a method of transport, the vertical screw type, or helicopter, became at once ridiculous. It had, nevertheless, many advocates who had some vague and ill-defined notion of subsequent motion through the air after the weight was raised.
Helicopter Type Useless.
When efficiency of transport was demanded, the helicopter type was entirely out of court. Almost all of its advocates neglected the effect of the motion of the machine through the air on the efficiency of the vertical screws. They either assumed that the motion was so slow as not to matter, or that a patch of still air accompanied the machine in its flight.
[...]
Nevertheless one of the leading scientific men of the day advocated a type in which this, the main function of the flying machine, was overlooked. When the machine was considered as a method of transport, the vertical screw type, or helicopter, became at once ridiculous. It had, nevertheless, many advocates who had some vague and ill-defined notion of subsequent motion through the air after the weight was raised.
Helicopter Type Useless.
When efficiency of transport was demanded, the helicopter type was entirely out of court. Almost all of its advocates neglected the effect of the motion of the machine through the air on the efficiency of the vertical screws. They either assumed that the motion was so slow as not to matter, or that a patch of still air accompanied the machine in its flight.
It is a mistaken idea that flying machines must be operated at extreme altitudes. True, under the impetus of handsome prizes, and the incentive to advance scientific knowledge, professional aviators have ascended to considerable heights, flights at from 500 to 1,500 feet being now common with such experts as Farman, Bleriot, Latham, Paulhan, Wright and Curtiss. The altitude record at this time is about 4,165 feet, held by Paulhan.
One of the instructions given by experienced aviators to pupils, and for which they insist upon implicit obeyance, is: "If your machine gets more than 30 feet high, or comes closer to the ground than 6 feet, descend at once." Such men as Wright and Curtiss will not tolerate a violation of this rule. If their instructions are not strictly complied with they decline to give the offender further lessons.
One of the instructions given by experienced aviators to pupils, and for which they insist upon implicit obeyance, is: "If your machine gets more than 30 feet high, or comes closer to the ground than 6 feet, descend at once." Such men as Wright and Curtiss will not tolerate a violation of this rule. If their instructions are not strictly complied with they decline to give the offender further lessons.
Safer Than Railroading.
Statistics show that some 12,000 people are killed and 72,000 injured every year on the railroads of the United States. Come to think it over it is small wonder that the list of fatalities is so large. Trains are run at high speeds, dashing over crossings at which collisions are liable to occur, and over bridges which often collapse or are swept away by floods. Still, while the number of casualties is large, the actual percentage is small considering the immense number of people involved.
Statistics show that some 12,000 people are killed and 72,000 injured every year on the railroads of the United States. Come to think it over it is small wonder that the list of fatalities is so large. Trains are run at high speeds, dashing over crossings at which collisions are liable to occur, and over bridges which often collapse or are swept away by floods. Still, while the number of casualties is large, the actual percentage is small considering the immense number of people involved.
Rights of Property Owners.
In other words the owner of realty also owns the sky above it without limit as to distance. He can dig as deep into his land, or go as high into the air as he desires, provided he does not trespass upon or injure similar rights of others.
The owner of realty may resist by force, all other means having failed, any trespass upon, or invasion of his property. Other people, for instance, may not enter upon it, or over or under it, without his express permission and consent. There is only one exception, and this is in the case of public utility corporations such as railways which, under the law of eminent domain, may condemn a right of way across the property of an obstinate owner who declines to accept a fair price for the privilege.
[...]
One property owner in New Jersey, a justice of the peace, maintains a large sign on the roof of his house warning aviators that they must not trespass upon his domain. That he is acting well within his rights in doing this is conceded by legal authorities.
In other words the owner of realty also owns the sky above it without limit as to distance. He can dig as deep into his land, or go as high into the air as he desires, provided he does not trespass upon or injure similar rights of others.
The owner of realty may resist by force, all other means having failed, any trespass upon, or invasion of his property. Other people, for instance, may not enter upon it, or over or under it, without his express permission and consent. There is only one exception, and this is in the case of public utility corporations such as railways which, under the law of eminent domain, may condemn a right of way across the property of an obstinate owner who declines to accept a fair price for the privilege.
[...]
One property owner in New Jersey, a justice of the peace, maintains a large sign on the roof of his house warning aviators that they must not trespass upon his domain. That he is acting well within his rights in doing this is conceded by legal authorities.
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This sounds like a fascinating read, will try and get hold of a copy.
Time for a controversial statement and some navel gazing.
The rate of progress for 50 years from this book until 1962 is phenomenal. By 1962 the Cessna 150 was cutting edge, instructors would allow their students to fly above 30 feet (!), we had jet powered commercial airliners and Concorde was in the early planning stages.
What happened to progress in the following 50 years ? Was it that the engineering impetus gave way to accountants ? Or the potential engineers all went into software instead ? Or is it that the progress is of a less obvious nature ? Or has aviation simply reached a plateau/shallower development curve having achieved all that it ever could do ?
Time for a controversial statement and some navel gazing.
The rate of progress for 50 years from this book until 1962 is phenomenal. By 1962 the Cessna 150 was cutting edge, instructors would allow their students to fly above 30 feet (!), we had jet powered commercial airliners and Concorde was in the early planning stages.
What happened to progress in the following 50 years ? Was it that the engineering impetus gave way to accountants ? Or the potential engineers all went into software instead ? Or is it that the progress is of a less obvious nature ? Or has aviation simply reached a plateau/shallower development curve having achieved all that it ever could do ?
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There has been progress in military jets, some fuel saving technologies, space flight, cheap(er) sport flying machines... but nothing like the initial boost. But then again: from nothing to something is an infinite increase percentage wise
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I have also found many very interesting "old" books (out of copyright) on Free ebooks - Project Gutenberg
Among them: bio of the red Baron (propaganda), a very touching book about WW1 by Phillip Gibbs 'Now it can be told', 'Flying the Atlantic in 16 hours' by Alcock, etc , etc.
Among them: bio of the red Baron (propaganda), a very touching book about WW1 by Phillip Gibbs 'Now it can be told', 'Flying the Atlantic in 16 hours' by Alcock, etc , etc.
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From 1863 which is the most accepted date for use of the word rather than the concept which predates it.
A popular toy often based on two feathers and a bottle cork. The fixed wing fans were catered for with many variations on the A-frame layout.
Rob
A popular toy often based on two feathers and a bottle cork. The fixed wing fans were catered for with many variations on the A-frame layout.
Rob
Seeds such as those of a sycamore, which rotate as they fall and thus travel with the wind are also called helicopters, although I'm not sure how old the word is in that context.
G
G
