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The Man Who Deserved to Fly: Lawrence Hargrave, Octave Chanute and the Saga of Hargrave’S Aircraft No

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The Man Who Deserved to Fly: Lawrence Hargrave, Octave Chanute and the Saga of Hargrave’S Aircraft No Journal of Aeronautical History Paper No. 2017/04 The Man Who Deserved to Fly: Lawrence Hargrave, Octave Chanute and the Saga of Hargrave’s Aircraft No. 14 Tom D. Crouch, Ph.D. Senior Curator, Aeronautics National Air and Space Museum Smithsonian Institution Summary Lawrence Hargrave (1850 – 1915) moved to Australia from England at the age of 15 to join his father in Sydney. A small inheritance from his father enabled him to concentrate on flying machines. By 1889 he had flown ten, mainly rubber-powered, models, seven with ‘flappers’ for propulsion and three with propellers. Model 10 used a compressed-air motor and flew 368 feet. He then developed biplane box kites which, by 1894, could lift him in a 21 mph wind. Disseminated by Chanute, his experience influenced proto-aviators in Europe and America, demonstrating the effectiveness of the braced biplane structure. Hargrave did his best tomake his work available to other enthusiasts and to the public. Many of his papers and photographs are held by RAeS; his flying machines and pieces of apparatus were displayed at the Deutches Museum, Munich, where many were destroyed during WW2. His flying machine No.14 is now in the National Air and Space Museum, Washington DC. 1. Lawrence Hargrave and Octave Chanute: A Friendship: “If there is one man, more than another, who deserves to succeed in flying through the air,” Octave Chanute remarked in 1894, “that man is Lawrence Hargrave of Sydney, New South Wales.” 1 At the time, no one was in a better position to make such a judgment. Chanute (1832- 1910), born in France and immigrating to the U.S. with his father at the age of six, was one of the leading American civil engineers of his generation. He had been corresponding with flying machine experimenters and enthusiasts around the globe since 1885. Correspondence filled with research reports and the latest aeronautical news flowed into Chanute’s Chicago mailbox. The world’s most knowledgeable authority on the history and present state of aeronautics, his Progress in Flying Machines (1894) became an essential reference for the final generation of experimenters who would achieve the old dream of powered flight in a heavier-than-air machine.2 Chanute played an especially important role in supporting the work of isolated experimenters. He funded the construction of a glider designed by Louis Mouillard, a Frenchman living in North Africa, publicized the work of Californian John James Montgomery and identified Australian Lawrence Hargrave as a major contributor to flight technology. 44 Journal of Aeronautical History Paper No. 2017/04 Why did Chanute think so highly of Hargrave? He pointed out that by 1894 the Australian had built, “with his own hands no less than 18 flying machines of increasing size, all of which fly.” Hargrave’s confidence also impressed Chanute, who called attention to his correspondent’s comment: “I know that the success is dead sure to come.” 3 While Hargrave and Chanute would never meet, they formed a close friendship via the mails, sharing not only technical thoughts and details but more personal concerns, as well. Like Chanute, who had worried that his aeronautical interests might damage his reputation as a practical engineer, Hargrave commented that: “The people of Sydney who can speak of my work without a smile are very scarce; it is doubtless the same with American workers.” 4 Chanute recognized that Hargrave’s determination to make the results of his work freely available to other investigators matched his own insistence on the free exchange of information. Hargrave published a least twenty-eight aeronautical papers in English, French, German and American journals between 1884 and 1906, and refused to patent any of his ideas.5 The American engineer also admired his Australian colleague’s optimistic view that the flying machine would not be used “to destroy life,” but “will tend to bring peace and good will to all; it will throw light on the few unexplored corners of the world; and will herald the downfall of all restrictions to the free intercourse of nations.” 6 2. Hargrave, 1883-1893: “As to biography,” Hargrave (1850 – 1915) reported to Chanute early in their friendship, “I was born in Greenwich, Kent [and] schooled at the Grammar School, Kirkby Lonsdale, Westmoreland.” He followed his father to Sydney, Australia, arriving in November 1865. After accompanying an expedition to the Gulf of Carpentaria on the north coast, he apprenticed with a steam navigation company and participated in a long string of expeditions to New Guinea. Accepted as a member of the Royal Society of New South Wales in 1877, he took a position as an assistant at the Sydney Observatory, where he remained until 1883. A small inheritance following his father’s death two years later enabled him to concentrate on “…experimenting and investigating various matters… principally connected with flying machines.” 7 With his far ranging curiosity and mechanical aptitude, Hargrave developed early notions for: shoes for walking on water (1870), a unicycle (1871), a screw-driven airship (1872), a mechanical snake (1882), and a Trochoidal boat (1883). The word refers to the curved path traced Lawrence Hargrave 1850-1915 by a point on a circle rolling on a straight line. Monash University 45 Journal of Aeronautical History Paper No. 2017/04 His interest in trochoidal motion seems to have begun with his observation of the motion of a bird’s wings, and the sinuous motion of fish in the sea and snakes moving along the ground. He translated what he had seen in nature into the operation of a pair of flapping surfaces on the nose of a model aircraft. “The flapping wings will be more used as propellers than the screw or screws, as they have several marked advantages” he explained to his new correspondent, Octave Chanute. 8 “Any currents initiated during the upstroke are utilized in giving increased efficiency to the down stroke, if the machine has not progressed far enough to be acting on undisturbed air; there is only one cylinder needed for both wings; there is no variable listing moment to be counteracted; there is less liability of wings being damaged [on landing] than screw blades.” 9 Hargrave noted that he had provided “… the first practical demonstration that a machine can and does fly by the simple (vertical) flapping of the wings; the feathering, tilting, twisting, trochoiding, or whatever it may be called, being solely effected by torsional stress on the wing arms.” He would eventually lose confidence in his notion of a trochoidal ornithopter, but most of his early models featured “flappers” on the nose.10 He presented his first paper, “The Troichoidal Plane,” on August 6, 1886; exhibited a clockwork-powered ornithopter at a meeting of the Royal Society of New South Wales that October; and achieved his first successful free flight with an ornithopter powered by rubber strands on December 31. These first generation models featured a hollow box spar made of pine to house the rubber strands, with paper glued on thin wooden frame wings, sprayed with water to create a tight surface. All of the craft featured low aspect ratio monoplane wings in which the chord was nearly equal to the span. A typical model weighed 2.09 pounds and featured 14.51 square feet of lifting surface. Each model featured wings set at a dihedral angle to provide some measure of inherent lateral stability.11 By 1889 Hargrave had constructed ten such machines, seven featuring flappers (“Trochoidal planes”) and three with propellers, some mounted on the nose, and some on the tail. The best of the models had turned in flights of up to 300 feet at estimated speeds of over 14 miles per hour.12 They were ingenious designs, leading Chanute to ask “…how you employ the rubber in tension.” 13 Realizing that he required a more Flying machine No.6, 1888 with propulsive flappers substantial power plant if he was to Compressed air engine No.12 achieve longer flights, Hargrave set to work on a series of lightweight engines. Shaw and Ruhen, Lawrence Hargrave: explorer, By 1890 he had developed a number of inventor & aviation experimenter, Cassell Australia, 1977 p.61 46 Journal of Aeronautical History Paper No. 2017/04 small one, two and three cylinder motors, including his first rotary power plant, most driven by compressed air. These engines were the most important parts of the models, he reported to Chanute: “…and by continuous effort the number of pieces and the difficulties of construction have been so reduced that it is possible to make them by the gross at a cost that cannot exceed five shillings ($1.25) each. For instance the cylinder, usually the most expensive part of the engine, can be produced with the ease and celerity of a tin can.” 14 Powered by such an engine, Hargrave’s model No. 10, which he presented to the Royal Society in 1890, featured 14.78 square feet of wing area, flappers measuring 1.50 square feet and a weight of just 2.53 pounds, turned in a flight of 368 feet. By 1892, he explained to Chanute that he was “pegging away” on a lightweight steam engine featuring a coiled copper boiler fired by a mixture of “the vapour of spirits of wine mixed with air, carrying enough fuel and water to power 200 ‘double vibrations’ of the flappers.” 15 3. Hargrave, 1893-1910: Hargrave would continue to design and build engines, including steam-powered radials, rotaries and turbines. By 1892-1893, however, he was turning his attention to experiments with a new kite design featuring curved or cambered surfaces.
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