The Wright Brothers Absorbed Nt =Dimensionlesstail Volume, ´T `T0 T = V =Ightspeed Allthat Was Known in Aeronauticsbefore Them, Then Added Their Own 1

Total Page:16

File Type:pdf, Size:1020Kb

The Wright Brothers Absorbed Nt =Dimensionlesstail Volume, ´T `T0 T = V =Ightspeed Allthat Was Known in Aeronauticsbefore Them, Then Added Their Own 1 AIAA JOURNAL Vol.41,No.6, June 2003 TheWright Brothers: First Aeronautical Engineers andT est Pilots F.E.C.Culick CaliforniaInstitute of Technology,P asadena,California 91125 Nomenclature v =translationalvelocity W C D =dragcoef cient = weight W S CL =liftcoef cient w =wingloading, = x CLt =liftcoef cient (tail) =coordinatepositive from center of gravity y CLw =liftcoef cient (wing) =coordinatepositive along starboard wing Cm =pitchingmoment coef cient ® =angleof attack ¯ =sideslipangle Cm ac =pitchingmoment coef cient (aircraft) ° = path angle Cm cg =pitchingmoment coef cient about the center of gravity c = wing chord ±c =canardde ection D = drag force ±w =warpde ection Fx = x componentof force ±’ =incrementof theproperty ’ Fy = y componentof force " =downwashangle120 g ´t =tailef ciency, qt =q [Eq. (5)] =accelerationdue to gravity 1 H V C C µ =pitchattitude angle = Nt d Lt =d L h =fractionof chord ½ =gasdensity K =gainin controllaw, proportional control Á = bank angle L = lift force `np =separationof center of gravity and neutral point Subscriptsand Superscripts `t0 =distancebetween aerodynamic centers ofcanard and wing ac= aerodynamiccenter M = mass cg= centerof gravity m =pitchingmoment cp= centerof pressure np= neutralpoint mnp =pitchingmoment about neutral point p =rateof rotation t = tail = wing qt =dynamicpressure at a horizontallifting surface w 1 2 0=zerolift condition q =dynamicpressure, 2 ½V r 1 = yaw rate 1 —=steadyvalue S = wing area T =thrustforce IRGeorgeCayley invented the conventional con guration of T theairplane at theturn of the19th century. Otto Lilienthal re- µ1 =low-frequencyfactor S Tµ2 =high-frequencyfactor alizedthat building a successfulaircraft meant learning how to y; u =averageforward translational velocity hebecamethe rsthang glider pilot and also the rst ightfatality VN S cS in1896.Beginning in thelate 1890s, the Wright Brothers absorbed Nt =dimensionlesstail volume, ´t `t0 t = V =ightspeed allthat was known in aeronauticsbefore them, then added their own 1 Fred E.C.Culick joined the facultyof the CaliforniaInstitute of Technologyafter receivinghis Ph.D in Aero- nauticsand Astronautics from the MassachusettsInstitute of Technologyin 1961. He is currently RichardL. and DorothyM. HaymanProfessor ofMechanicalEngineering and Professor ofJetPropulsion. Dr .Culick’s Ph.D. dissertationtreated combustioninstabilities in liquid rockets. Muchof his research since hasbeen concerned with problemsof unsteady motions in combustion chambers generally. He beganworking on solid rocket combustion instabilitiesin 1965; since 1979he hasbeen addressingthe problemin airbreathingsystems, with recent emphasis onfeedbackcontrol applied to combustion systems, and measurements of combustion dynamics. Dr .Culickis a Fellowof the AIAA andof the InternationalAcademy of Astronautics. In 1981, he received the AIAA Pendray Aerospace Literature Awardand in 1988 the JANNAF CombustionSubcommittee Recognition A ward.From 1977 to1986, Dr .Culickwas a memberof the AGARD Propulsionand Energetics Panel,resuming that position in 1994, untilthe destructionof AGARD. He hasbeen aconsultantto all of the majorU.S. rocket companiesas well asto variousgovernment organizations. As partof his interest inaeronauticalhistory and early aviation, since 1978 Dr.Culickhas been Project Engineerand designated First Pilotin a project sponsoredby the LosAngeles Section ofthe AIAA. The project exists tobuild a full-scalewind tunnel model of the Wright1903 Flyer (tests completed ) anda yingversion to be ownin 2003. Dr .Culickhas publishednumerous papers on aviationhistory, the work ofthe WrightBrothers, andthe AIAA project.He coauthoredthe recent book OnGreat WhiteWings— The Wright Brothersand the Race forFlight ,anillustratedhistory of the race toinvent the rst powered aircraft.Currently, he is alsocollaborating with the Chairof Aerodynamics at the MoscowA viationInstitute and the Director of TsAGI, the RussianCenter forAerodynamics and Hydrodynamics, on reviews ofRussian aerodynamics in the 20thcentury. Presentedas Paper2001-3385 at theAIAA/ ASME/SAE/ASEE37th Joint Propulsion Conference, Salt Lake City,UT, 8– 11 July 2001; received 3August 2002;revision received 5December 2002;accepted forpublication 9 December 2002.Copyright c 2002by F. E. C.Culick.Published by the American Instituteof Aeronautics and Astronautics, Inc., with permission. Copies of this paper may bemade° forpersonal or internaluse, on condition that the copier paythe $10.00 per-copy fee totheCopyright Clearance Center,Inc., 222 Rosewood Drive, Danvers, MA 01923;include the code 0001-1452/ 03$10.00in correspondencewith the CCC. 985 986 CULICK discoveriesand developed the rstsuccessful airplane. Technically, inventedby Benjamin Robins in 1742. Cayley himself invented theirgreatest fundamental achievement was their invention of three- dihedralas ameansfor maintaining equilibrium in roll.The vertical axisaerodynamic control. Less obviously, their success was a con- tailprovided directional stability, like the feathers on an arrow,and sequenceof style,their manner of workingout theirideas and of pro- inCayley’s viewwould also be usedfor steering, as aboat’s rudder gressingsystematically to their stunning achievements. They were serves.By analogy, the horizontal tail gave stability in pitch. It turned indeedthe rstaeronautical engineers, understanding as best they outlaterthat Cayley was half right on bothcounts. couldall aspects of their aircraft and ying.They were thinkers, de- Cayleydid not formally apply Newton’ s lawsfor translational and signers,constructors, analysts, and especially ight-testpilots. Their rotationalmotions to the airplane. He produced no mathematical powersof observationand interpretationof thebehavior of theirair- descriptionsfor the motions of an aircraft and, therefore, had no craftin ightwere remarkable and essential to their development quantitativebasis for designing his yingmachines. However, he oftheairplane. Their work in theperiod 1899– 1905 constitutes the hadthings right at the level he worked. With his rstefforts he rsttrue research and development program carried out inthe style establishedthe principle that he later explained thoroughly in a ofthe20th century. As the centenary of their rstpowered ights seriesof papers: The means of producinglift to compensateweight 2 4 approaches,the Wright Brothers’ magni cent achievements excite mustbe distinct from the means of generating thrust. ¡ It was growingadmiration and respect for their achievements. The broad arevolutionaryidea at the time. He properly shifted attention to featuresof their accomplishments have long been well known. Only articial ightfrom simple imitation of birds to development of inthe past two decades has serious attention been directed to the xed-wingaircraft. scientic andtechnicalcontent of theirwork, to explain the nature of Thoseideas dominated all attempts to inventaircraft in the19th theproblems they faced and how they solved them. After a century’s century.Three immediate predecessors of the Wrights were par- progressin aeronautics, the principles, understanding, and methods ticularlyimportant to their work. Alphonse P´ enaud(1850– 1880) notavailableto theWrights provide the basis for interpreting in mod- inFranceadopted Cayley’ s designand ewthe rstpowered me- ernterms the experiencesthat the Wrights themselves documented chanical yingmachine, a smallrubber-powered model. He had the someticulouslyin theirdiaries, papers, and correspondence. It isa cleveridea to usetwisted rubber strips as the source of powerfor uniqueopportunity in the history of technology. apropeller.In ashortpaper describing his model, P´ enaudgave the rstexplanation for the action of anaft horizontal tail to providesta- I.Historical Background bilityin pitch. 5 InFrance, the surface became known as the P´ enaud Aconsiderablebody of aeronautical knowledge existed at the tail. endof the 19th century. The basic aerodynamics required to invent Themost important immediate predecessor of theWrights was asuccessfulaircraft had long been known: the lift and drag on a OttoLilienthal (1848– 1896). Educated and professionally success- surfaceplaced in a steadystream. Construction methods familiar fulas a mechanicalengineer, Lilienthal made his mark following frombridges, boats, and kites could be and were adapted for y- hisboyhood ambition to build a successful yingmachine. His two ingmachines. Finally, recent progress in the development of inter- mostin uential contributions were his realization and demonstra- nalcombustion engines and lightweight steam engines practically tionthat, to build a successfulairplane, it was necessary to learnhow solvedthe problem of havingsuf cient power. toyandhis extensive tests of airfoils,producing the rstsystem- Thusthe problem of mechanical ightcame down to oneof ge- aticdata for lift and drag of avarietyof airfoils. Less well known is ometry:Find an arrayof surfaces large enough to generate the lift thatone ofLilienthal’s resultsalso contributed to Kutta’ s rstpaper requiredand so arranged that the pilot can control stable and ma- onairfoil theory 6:Heemphasized the property of a goodairfoil neuverable ight.That was essentially the problem that the Wrights thatthe owshould be smoothat thetrailing edge. Carrying out his solvedto make possible their rstpowered ight(Fig. 1) and for owninstruction to y,Lilienthal built a seriesof successful gliders whichthey received their 1906 patent, never broken. The Wrights havingessentially Cayley’ s conguration. Lilienthal’
Recommended publications
  • How Planes Fly ! Marymoor R/C Club, Redmond, WA! AMA Charter 1610!
    How Planes Fly ! Marymoor R/C Club, Redmond, WA! AMA Charter 1610! Version 2.0 – Nov 2018! Page 1! Controls, Aerodynamics, and Stability • Elevator, Rudder, Aileron! • Wing planform! • Lift and Wing Design! • Wing section (airfoil)! • Tail group (empennage)! • Center of lift, center of gravity! • Characteristics of a “speed stable” airplane! Page 2! Ailerons, Elevators, and Rudder! Control Roll, Pitch, and Yaw! Ailerons! • Roll, left and right! Elevators! • Pitch, up and down) ! Rudder! • Yaw, left and right! Page 3! Radio Controls! Elevator! Power! (Pitch)! Rudder! Ailerons! (yaw)! (roll)! Trim Controls! Page 4! Wing Planform! • Rectangular (best for trainers)! • Tapered! • Elliptical! • Swept! • Delta! Page 5! Lift! Lift! Lift comes from:! • Angle of Attack! Drag! • Wing Area! Direction of flight! • Airfoil Shape ! • Airspeed! Weight! In level flight, Lift = Weight! Page 6! Lift is greatly reduced when the Wing Stalls! • Stall can occur when:! • Too slow! • Pulling too much up elevator! • Steep bank angle! • Any combination of these three! • Occurs at critical angle of attack, about 15 degrees ! • Trainers have gentle stall characteristics. The warbird you want to fly someday might not.! • One wing can stall before the other, resulting in a sharp roll, and if it continues, a spin. A good trainer won’t do this.! Page 7! Airfoil Shapes! Flat bottom airfoil! “Semi-symmetrical” airfoil! • much camber (mid-line is curved)! • has some camber ! • Often used on trainers and Cubs! • sometimes used on trainers! • Good at low speeds! • Good all-around
    [Show full text]
  • Shelf List 05/31/2011 Matches 4631
    Shelf List 05/31/2011 Matches 4631 Call# Title Author Subject 000.1 WARBIRD MUSEUMS OF THE WORLD EDITORS OF AIR COMBAT MAG WAR MUSEUMS OF THE WORLD IN MAGAZINE FORM 000.10 FLEET AIR ARM MUSEUM, THE THE FLEET AIR ARM MUSEUM YEOVIL, ENGLAND 000.11 GUIDE TO OVER 900 AIRCRAFT MUSEUMS USA & BLAUGHER, MICHAEL A. EDITOR GUIDE TO AIRCRAFT MUSEUMS CANADA 24TH EDITION 000.2 Museum and Display Aircraft of the World Muth, Stephen Museums 000.3 AIRCRAFT ENGINES IN MUSEUMS AROUND THE US SMITHSONIAN INSTITUTION LIST OF MUSEUMS THROUGH OUT THE WORLD WORLD AND PLANES IN THEIR COLLECTION OUT OF DATE 000.4 GREAT AIRCRAFT COLLECTIONS OF THE WORLD OGDEN, BOB MUSEUMS 000.5 VETERAN AND VINTAGE AIRCRAFT HUNT, LESLIE LIST OF COLLECTIONS LOCATION AND AIRPLANES IN THE COLLECTIONS SOMEWHAT DATED 000.6 VETERAN AND VINTAGE AIRCRAFT HUNT, LESLIE AVIATION MUSEUMS WORLD WIDE 000.7 NORTH AMERICAN AIRCRAFT MUSEUM GUIDE STONE, RONALD B. LIST AND INFORMATION FOR AVIATION MUSEUMS 000.8 AVIATION AND SPACE MUSEUMS OF AMERICA ALLEN, JON L. LISTS AVATION MUSEUMS IN THE US OUT OF DATE 000.9 MUSEUM AND DISPLAY AIRCRAFT OF THE UNITED ORRISS, BRUCE WM. GUIDE TO US AVIATION MUSEUM SOME STATES GOOD PHOTOS MUSEUMS 001.1L MILESTONES OF AVIATION GREENWOOD, JOHN T. EDITOR SMITHSONIAN AIRCRAFT 001.2.1 NATIONAL AIR AND SPACE MUSEUM, THE BRYAN, C.D.B. NATIONAL AIR AND SPACE MUSEUM COLLECTION 001.2.2 NATIONAL AIR AND SPACE MUSEUM, THE, SECOND BRYAN,C.D.B. MUSEUM AVIATION HISTORY REFERENCE EDITION Page 1 Call# Title Author Subject 001.3 ON MINIATURE WINGS MODEL AIRCRAFT OF THE DIETZ, THOMAS J.
    [Show full text]
  • 51 Hot-Air Balloons
    We’re on the www. Thanks to Don Taylor the MAAA has now its own individual Internet web site. Look us up on www.aussiemossie.asn.au. Don has slaved over a hot PC for many nights teaching himself how to undertake the task, and the result as you will see is a credit to him. He welcomes all feedback, as well as genuine articles that are unique, as he does not want the site to be just another list of numbers but wants to have articles that portray the human side as well. You can email him with your anecdotes via the Contact Us section on the site. Our thanks also go to stalwart Brian Fillery for making his personal site available to the MAAA for the past few years. It was greatly ap- preciated. By the way if you are look- ing for the home page, there is not one, it is now known as the Hangar page (Don’s humour—you can tell by the smirk on his face). THE AUSSIE MOSSIE / APRIL 2008 / 1 The President’s Log—by Alan Middleton OAM in the RAAF post 1945, retiring ers moved into Coomalie Creek in with the rank of Air Vice Mar- November 1942 and it remained an shal. operational base until the end of the The Gillespie Room is named war. for Sqn Ldr Jim Gillespie, a Pilot with 87 who died as a A report was recently seen in an result of a crash on takeoff at Airforce Association publication on Coomalie Creek on 2 August the death of Fred Stevens DFC, the 1945.
    [Show full text]
  • South Bay Historical Society Bulletin October 2018 Issue No
    South Bay Historical Society Bulletin October 2018 Issue No. 21 RSVP today to visit Ream Field on Friday! Ream Field, A History part of the short-lived boom town of Oneonta in the 1880s. One advantage of the area was good weather. by Steve Schoenherr Aviation enthusiasts could experiment with their One hundred years ago, the Great War transformed machines all year, taking advantage of the gentle the South Bay. Farms and lemon groves covered ocean winds and the occasional gusts from the inland most of the sparsely populated area. Only a few deserts in the fall. John Joseph Montgomery was the hundred people lived in the area between the border first American to design and fly a controlled glider, and the bay. Imperial Beach was just a small strip of making his flight in 1883 from a hill on Otay Mesa land three blocks wide along the ocean. Hollis above his father's ranch at the southern end of San Peavey raised hay and barley on his 115-acre ranch Diego Bay. In 1910 Charles Walsh built a biplane in on the north bank of the Tijuana River that had been Imperial Beach and made his first public flight on 1 Charles Walsh at Aviation Field in 1910. Note the South San Diego School in the upper right that was built at Elm and 10th Street in 1889. April 10, cheered on by a crowd of about a hundred wanted to give his flying school to the Navy, but in spectators. In the following weeks, similar flights 1912 the Army took up his offer instead.
    [Show full text]
  • Front Cover: Airbus 2050 Future Concept Aircraft
    AEROSPACE 2017 February 44 Number 2 Volume Society Royal Aeronautical www.aerosociety.com ACCELERATING INNOVATION WHY TODAY IS THE BEST TIME EVER TO BE AN AEROSPACE ENGINEER February 2017 PROPELLANTLESS SPACE DRIVES – FLIGHTS OF FANCY? BOOM PLOTS RETURN TO SUPERSONIC FLIGHT INDIA’S NAVAL AIR POWER Have you renewed your Membership Subscription for 2017? Your membership subscription was due on 1 January 2017. As per the Society’s Regulations all How to renew: membership benefits will be suspended where Online: a payment for an individual subscription has Log in to your account on the Society’s www.aerosociety.com not been received after three months of the due website to pay at . If you date. However, this excludes members paying do not have an account, you can register online their annual subscriptions by Direct Debits in and pay your subscription straight away. monthly installments. Additionally members Telephone: Call the Subscriptions Department who are entitled to vote in the Society’s AGM on +44 (0)20 7670 4315 / 4304 will lose their right to vote if their subscription has not been paid. Cheque: Cheques should be made payable to the Royal Aeronautical Society and sent to the Don’t lose out on your membership benefits, Subscriptions Department at No.4 Hamilton which include: Place, London W1J 7BQ, UK. • Your monthly subscription to AEROSPACE BACS Transfer: Pay by Bank Transfer (or by magazine BACS) into the Society’s bank account, quoting • Use of your RAeS post nominals as your name and membership number. Bank applicable details: • Over 400 global events yearly • Discounted rates for conferences Bank: HSBC plc • Online publications including Society News, Sort Code: 40-05-22 blogs and podcasts Account No: 01564641 • Involvement with your local branch BIC: MIDLGB2107K • Networking opportunities IBAN: GB52MIDL400522 01564641 • Support gaining Professional Registration • Opportunities & recognition with awards and medals • Professional development and support ..
    [Show full text]
  • 09 Stability and Control
    Aircraft Design Lecture 9: Stability and Control G. Dimitriadis Introduction to Aircraft Design Stability and Control H Aircraft stability deals with the ability to keep an aircraft in the air in the chosen flight attitude. H Aircraft control deals with the ability to change the flight direction and attitude of an aircraft. H Both these issues must be investigated during the preliminary design process. Introduction to Aircraft Design Design criteria? H Stability and control are not design criteria H In other words, civil aircraft are not designed specifically for stability and control H They are designed for performance. H Once a preliminary design that meets the performance criteria is created, then its stability is assessed and its control is designed. Introduction to Aircraft Design Flight Mechanics H Stability and control are collectively referred to as flight mechanics H The study of the mechanics and dynamics of flight is the means by which : – We can design an airplane to accomplish efficiently a specific task – We can make the task of the pilot easier by ensuring good handling qualities – We can avoid unwanted or unexpected phenomena that can be encountered in flight Introduction to Aircraft Design Aircraft description Flight Control Pilot System Airplane Response Task The pilot has direct control only of the Flight Control System. However, he can tailor his inputs to the FCS by observing the airplane’s response while always keeping an eye on the task at hand. Introduction to Aircraft Design Control Surfaces H Aircraft control
    [Show full text]
  • Introduction to Aircraft Stability and Control Course Notes for M&AE 5070
    Introduction to Aircraft Stability and Control Course Notes for M&AE 5070 David A. Caughey Sibley School of Mechanical & Aerospace Engineering Cornell University Ithaca, New York 14853-7501 2011 2 Contents 1 Introduction to Flight Dynamics 1 1.1 Introduction....................................... 1 1.2 Nomenclature........................................ 3 1.2.1 Implications of Vehicle Symmetry . 4 1.2.2 AerodynamicControls .............................. 5 1.2.3 Force and Moment Coefficients . 5 1.2.4 Atmospheric Properties . 6 2 Aerodynamic Background 11 2.1 Introduction....................................... 11 2.2 Lifting surface geometry and nomenclature . 12 2.2.1 Geometric properties of trapezoidal wings . 13 2.3 Aerodynamic properties of airfoils . ..... 14 2.4 Aerodynamic properties of finite wings . 17 2.5 Fuselage contribution to pitch stiffness . 19 2.6 Wing-tail interference . 20 2.7 ControlSurfaces ..................................... 20 3 Static Longitudinal Stability and Control 25 3.1 ControlFixedStability.............................. ..... 25 v vi CONTENTS 3.2 Static Longitudinal Control . 28 3.2.1 Longitudinal Maneuvers – the Pull-up . 29 3.3 Control Surface Hinge Moments . 33 3.3.1 Control Surface Hinge Moments . 33 3.3.2 Control free Neutral Point . 35 3.3.3 TrimTabs...................................... 36 3.3.4 ControlForceforTrim. 37 3.3.5 Control-force for Maneuver . 39 3.4 Forward and Aft Limits of C.G. Position . ......... 41 4 Dynamical Equations for Flight Vehicles 45 4.1 BasicEquationsofMotion. ..... 45 4.1.1 ForceEquations .................................. 46 4.1.2 MomentEquations................................. 49 4.2 Linearized Equations of Motion . 50 4.3 Representation of Aerodynamic Forces and Moments . 52 4.3.1 Longitudinal Stability Derivatives . 54 4.3.2 Lateral/Directional Stability Derivatives .
    [Show full text]
  • On December 17, 1903, Orville and Wilbur Wright, Two Brothers From
    On December 17, 1903, Orville and Wilbur Wright, two brothers from Dayton, Ohio, made the first sustained, controlled, powered flights from the sands of Kitty Hawk, North Carolina. Although 1899 we celebrate this date as the birth of aviation, the actual invention of the airplane was a painstaking and dangerous endeavor that started long before that day and continued long afterwards. To accomplish this task the Wrights built 7 aircraft, each a little better than the last, and tested them at two locations, Huffman 1900 Prairie (near Dayton) and Kitty Hawk. When they finally perfected a practical flying machine, they had made about approximately 2200 gliding flights and 158 powered flights. This work had occupied 2093 days in Dayton, 227 in Kitty 1901 Hawk, and about 20 days traveling between for a total of 2320 days over 6 years between 1899 and 1905! 1902 1903 1904 1905 Copyright © 2015 Bookworks, Inc. www.wright-brothers.org 1 “I am convinced that human flight is possible and practical.” Wilbur Wright to the Smithsonian Institution Aircraft tested: Model glider, 5-foot wingspan, flown as a kite. Longest flight: Unknown. Day 1 May 30, 1899 Wilbur’s letter to the Smithsonian. Bicycle maker Wilbur Wright tosses his hat into the scientific arena, writing to the Smithsonian Institution for information on mechanical flight and announcing his intention to “add my mite” to the emerging science of aeronautics. He is convinced that piloting an aircraft is a skill that can be learned, just like riding a bicycle. The problem, as he sees it, is control. Day 16 June 15, 1899* While twisting a small cardboard inner tube box, Wilbur discovers a simple method for changing the angle at which the wings of an aircraft meet the wind, enabling a pilot to roll into a turn.
    [Show full text]
  • Glider Basics What Is Glider ?
    GLIDER BASICS WHAT IS GLIDER ? A light engineless aircraft designed to glide after being towed aloft or launched from a catapult. 2 PARTS OF GLIDER A glider can be divided into three main parts: a)fuselage b)wing c)tail FUSELAGE It can be defined as the main body of a glider Comparing it with a conventional aircraft, the fuselage is the main structure that houses the flight crew, passengers, and cargo. Howsoever, in this case it is only a 2-D fuselage. It is cambered and in the middle portion, we attach the wing around the position where the camber is maximum by either making a slot in the fuselage, or by dividing in two parts and then attaching SLOT MADE IN FUSELAGE WITHOUT SLOT If we are breaking the wing in two parts then we have an advantage that we can give dihedral angle to the wing. But typically for first time users, it is advisable to cut a slot into the fuselage and then attach the wing. Since in this way the wing remains firmly attached and also since the model is of small size, dihedral is of little importance.(dihedral :explained in later slides) The front part of the fuselage is called nose. It is rounded in shape to avoid drag and to ensure smooth flow. WING It is the most essential part of a plane. When air flows past it, due to the difference in curvature of its upper and lower parts lift is generated, which is responsible for balancing the weight of the plane, and the body can thus fly.
    [Show full text]
  • John Joseph Montgomery 1883 Glider
    John Joseph Montgomery 1883 Glider An International Historic Mechanical Engineering Landmark Designated by ASME International The American Society of Mechanical Engineers May 11, 1996 at Hiller Aircraft Museum and Santa Clara University INTERNATIONAL HISTORIC MECHANICAL ENGINEERING LANDMARK JOHN J. MONTGOMERY HUMAN PILOTED GLIDER 1883 THIS REPLICA THE FIRST HEAVIER - THAN - AIR CRAFT TO ACHIEVE CONTROLLED. PILOTED FLIGHT. THE GLIDER'S DESIGN BASED ON THE PIONEERING AERODYNAMIC THEORIES AND EXPERIMENTAL PROCEDURES OF JOHN JOSEPH MONTGOMERY (1858-1911). WHO DESIGNED, BUILT, AND FLEW IT. THIS GLIDER WAS WAY AHEAD OF ITS. TIME . INCORPORATING A SINGLE PARABOLIC. CAMBERED WING. WITH STABILIZING AND CONTROL SURFACES AT THE REAR OF THE FUSELAGE. WITH HIS GLIDER'S SUCCESS, MONTGOMERY DEMONSTRATED AERODYNAMIC PRINCIPLES AND DESIGNES FUNDAMENTAL TO MODERN AIRCRAFT. THE AMERICAN SOCIETY OF MECHANICAL ENGINEERINGS 1996 2 Historical Background Montgomery was the first to incorporate On Aug. 28, 1883, at Otay Mesa near San Diego, a manned successfully the wing glider left the surface of the earth and soared in a stable, con- airfoil parabolic shape trolled flight. At the controls was John Joseph Montgomery, in a heavier-than-air aged 25, who had designed and built the fragile craft. After the man-carrying aircraft. launching, John and his brother James, who had helped launch His glider also had its the glider, paced off the distance of the flight as 600 feet. In ad- stabilizing and con- dition to James, several local ranchers and others in John’s fam- trol surfaces at the ily witnessed the construction and flight of the 1883 glider. rear of the aircraft, This 1883 flight of Montgomery’s glider was the first manned, the placement of controlled flight of a heavier-than-air machine in history.
    [Show full text]
  • John J. Montgomery Collection
    http://oac.cdlib.org/findaid/ark:/13030/tf5j49n7wp No online items Inventory of John J. Montgomery Collection Processed by University Archives staff; machine-readable finding aid created by Xiuzhi Zhou University Archives Santa Clara University 500 El Camino Real Santa Clara, California 95053-0500 Phone: (408) 554-4117 Fax: (408) 554-5179 Email: [email protected] URL: http://www.scu.edu/archives © 1999 Santa Clara University. All rights reserved. Inventory of John J. Montgomery 1 Collection Inventory of John J. Montgomery Collection Collection: PP-Montgomery University Archives Santa Clara, California Contact Information: University Archives Santa Clara University 500 El Camino Real Santa Clara, California 95053-0500 Phone: (408) 554-4117 Fax: (408) 554-5179 Email: [email protected] URL: http://www.scu.edu/archives Processed by: University Archives staff Date completed: 1978 Updated: 1990, 1992, 1999 Encoded by: Xiuzhi Zhou © 1999 Santa Clara University. All rights reserved. Descriptive Summary Title: John J. Montgomery Collection Creator: Montgomery, John J. Extent: 6 cubic feet Repository: Santa Clara University Archives Santa Clara, CA 95053 Language: English. Access Santa Clara University permits public access to its archives within the context of respect for individual privacy, administrative confidentiality, and the integrity of the records. It reserves the right to close all or any portion of its records to researchers. The archival files of any office may be opened to a qualified researcher by the administrator of that office or his/her designee at any time. Archival collections may be used by researchers only in the Reading Room of the University Archives and may be photocopied only at the discretion of the archivist.
    [Show full text]
  • Report Summary Property Information & Applicable Criteria
    "At-a-Glance" Report Summary Property Information & Applicable Criteria Resource Address: 2528 Island Ave, San Diego CA 92113 APN: 535-272-26-00 Resource Na111e (per HRB naming policy): ________________________ Resource Type: Building/Single Family Will you be Submitting a Mills Act Application Following Designation? Y □ N Iii Architect/Builder: None Discovered/None Discovered Date of Construction: ---------1 904 Prior Resource Address (ifrelocated): _________________________ Date of Relocation: __________ Applicant's Name: _S_t_e_v_e_N_u_r_d_in_g______ _ Owner's Name: Paula Development, Inc. Address: 812 F Ave. Address: 1206 10th St. Coronado CA 92118 Coronado, CA 92118 Phone#: 619.993.7665 Phone#: 619.721.3431 Email: [email protected] Email: [email protected] The resource is being nominated for designation as a historical resource under: □ HRB Criterion A as a special element of the City's, a community's or a neighborhood's D historical development D archaeological development □ cultural development D social development D economic development D political development D aesthetic development D engineering development D landscaping development D architectural development for the following reason(s): _N_IA___________________________ _ □ HRB Criterion B for its association with _N_/_A___________ who/which is significant in local, state or national history for the following reason(s): -----------~------- D HRB Criterion Casa good/excellent exarhple of _N_/_A__________________ _ □ HRB Criterion Das a notable work of_N_/_A___________ ~ a Master _______ □ Previously established as a Master □ Proposed as a Master D HRB Criterion E as a property which has been determined eligible by the Nation;:tl Park Service for listing on the National Register of Historic Places or is listed or has been determined eligible by the State Historical Preservation Office for listing on the State Register of Historical Resources.
    [Show full text]