FIRST FLYING MACHINE

There are conflicting views as to what was the 'first flying machine'.
This kind of controversy of invention is not limited to flight. For example, debates over the tallest building tend to break into debates around what constitutes a building and what is the most important measure of such structures' height. In the same way some records of flying machines can come down to the exact definition of what, for example, constitutes a "flying machine", or "flight", or even "first".

Contents

Claims to first piloted flight by date

Pre-19th century

19th century

20th century

Scope of the entire claim

Debate on what was invented

Debate on what was accomplished

Debate on veracity of claims

Accuracy of historical record

Technical details of defining flight

See also

Notes

References

Claims to first piloted flight by date

Pre-19th century

★ Anonymous, Chang'an, China, according to the earliest reference the first human in the air with feathery wings — 19 ^[1]

★ Zhuge Liang, China, invented the Kongming lantern, which was the first hot air balloon, though not suitable for human transportation. — 2-3rd century.

★ Yuan Huangtou, Ye, China, first manned kite glide to take off from a tower — 559 ^[2]

★ Abbas Ibn Firnas (aka Armen Firman), al-Andalus, first parachute flight — 852

★ Abbas Ibn Firnas, (aka Armen Firman), al-Andalus, first hang glider, first artificial wings, and first scientific attempt at glide — 875

★ Eilmer of Malmesbury, England, a monk who flew a glider from an Abbey in the early 11th century

★ Hezarfen Ahmet Celebi, Istanbul, Turkey, first successful glider flight with artificial wings — 1630-1632 ^[3]

★ Lagari Hasan Çelebi, Turkey, first manned rocket aircraft — 1633

★ Pilâtre de Rozier, Paris, France, first trip by a human in a free-flying balloon (the Montgolfière). 9 km covered in 25 minutes. October 15, 1783

19th century

★ Hans Andreas Navrestad, Norway — 1825 allegedly flew manned glider

★ John Stringfellow, England — 1848 first heavier than air powered flight (unmanned)

★ George Cayley, England — first Western human glide 1853. Cayley also made the first scientific studies into the aerodynamic forces which would affect a flying machine, and produced early designs incorporating a fuselage, wings, stabilizing tail and control surfaces. He is considered the "Father" of modern aviation, and all later aircraft depended on his research.


★ Jean-Marie Le Bris, France, flight in 1856

★ :Jean-Marie Le Bris was the first to fly higher than his point of departure, by having his glider pulled by a horse on a beach, against the wind.


★ Jan Wnek, Poland — controlled flights 1866 - 1869.

★ :Jan Wnek controlled his glider by twisting the wing's trailing edge via strings attached to stirrups at his feet.[1] Church records only-Karkow Museum unwilling to allow verification.

★ Goodman Household, South Africa, 1871

★ : A young Zulu, Goodman built and flew his own glider over one hundred meters. The story is that he crashed breaking both glider and a leg. The event took place in the Kwazulu Natal Midlands near Curry's Post in 1871 and is recorded variously in legend and local literature.

★ Félix du Temple de la Croix, France, 1874.

★ : First take-off ever of a manned and powered aircraft, from a downsloped ramp, resulting in a brief hop a few feet above the ground.

★ John Joseph Montgomery, United States of America 1883

★ : First controlled glider flight in the United States from a hillside near Otay, California.

★ Alexander Feodorovich Mozhaiski, Russian Empire — 1884

★ : First powered hop by a manned multi-engine (steam) fixed-wing aircraft, 60-100 feet (20-30 meters), from a downsloped ramp.


★ Clement Ader, France — October 9 1890

★ :He reportedly made the first manned, powered, heavier-than-air flight of a significant distance (50 meters) but insignificant altitude from level ground in his bat-winged monoplane, the Éole. The event was not publicized until many years later, as it had been a military secret. According to other reports, the French military said he also flew 300 metres in 1897 in a different machine, the Avion III. The events were poorly documented, the aeroplane not well controlled, all flights ended in crashes, and there was no further development. The Wrights later blamed their difficulty in convincing the French military that they had succeeded in flight on Ader's failures.

★ Otto Lilienthal, Germany — 1891

★ : The German "Glider King" was a pioneer of human aviation—the first person to make controlled untethered glides repeatedly and the first to be photographed flying a heavier than air machine. He made about 2,000 glides until his death August 10, 1896 from injuries in a glider crash the day before.

★ Hiram Stevens Maxim, United Kingdom — 1894

★ : The American inventor of the machine gun built a very large flying machine that ran on a track and was propelled by powerful twin steam engines. Machine lifted from the track and was restrained by a safety mechanism; it fell back and crashed.

★ Samuel Pierpont Langley, United States — May 6 1896

★ :First sustained flight by a heavier-than-air powered, unmanned aircraft: the Number 5 model, driven by a miniature steam engine, flew half a mile in 90 seconds over the Potomac River near Washington, D.C. In November the Number 6 flew more than 5 thousand feet. Langley's full-size manned powered Aerodrome failed twice in October and December 1903.

★ Carl Rickard Nyberg, Sweden — 1897

★ :Managed a few short jumps in his Flugan, a steam powered, manned aircraft

★ Augustus Moore Herring, United States — 1899

★ :Attached a compressed air motor to a biplane hang glider and flew about 70 feet.

20th century

★ Dr Wilhelm Kress, Austria — 1901

★ : Tested tandem monoplane seaplane, similar to Samuel Langley, which made brief airborne hops but could not sustain itself.

★ Gustave Whitehead, United States — August 14 1901

★ : First publicized account of a flight by an aeroplane heavier than air propelled by its own motor. Reports were published in the ''New York Herald'', and the ''Bridgeport (CT) Herald''. The event was reportedly witnessed by several people, one of them a reporter for the ''Bridgeport Herald''. Children and youngsters who were present signed affidavits about 30 years later about what they saw. Reports said he started on the wheels from a flat surface, flew 800 meters at 15 meter height, and landed softly on the wheels.

★ Lyman Gilmore, United States — May 15 1902

★ : Gilmore reportedly became the first person to fly a powered aircraft (a steam-powered glider). Several people saw him accomplish this.

★ Orville & Wilbur Wright, United States — October 1902

★ :Completed development of the three-axis control system with the incorporation of a movable rudder connected to the wing warping control on their 1902 Glider. They subsequently made several fully controlled heavier than air gliding flights, including one of 622.5 ft (189.7 m) in 26 seconds. The 1902 glider was the basis for their patented control system still used on modern fixed-wing aircraft.

★ Richard Pearse, New Zealand — March 31 1903

★ : Reportedly first heavier-than-air powered flight in New Zealand. Several people witnessed Pearse make powered flights including one on this date of over 100 feet in a high-wing tricycle undercarriage monoplane powered by a 15hp air-cooled horizontally-opposed engine. Usually considered uncontrolled flight, since Pearse's lateral and pitch controls were believed to be ineffectual.

★ Karl Jatho, Germany — August 18 1903

★ : On August 18, 1903 he flew with his self-made motored gliding aircraft. He had four witnesses for his flight. The plane was equipped with a single-cylinder 10 horsepower (7,5 kW) Buchet engine driving a two-bladed pusher propeller and made hops of up to 200 ft (60 m), flying up to 10 ft (3 m) high.


★ Orville & Wilbur Wright, United States — December 17 1903

★ : First controlled, powered heavier than air flight in their Wright Flyer: in the day's fourth flight, Wilbur Wright flew 279 meters (852 ft) in 59 seconds. First three flights were approximately 120, 175, and 200 ft, respectively. The Wrights laid particular stress on fully and accurately describing all the requirements for controlled, powered flight and put them into use in an aircraft which took off from a level launching rail, with the aid of a headwind to achieve sufficient airspeed before reaching the end of the rail.


★ John Joseph Montgomery and Daniel Maloney, United States 1905

★ : First high altitude flights by with Maloney as pilot of a Montgomery tandem-wing glider design. The glider was launched by balloon to heights up to 4,000 feet with Maloney controlling the aircraft through a series of prescribed maneuvers to a predetermined landing location in front of a large public gathering at Santa Clara, California.

★ Traian Vuia, Romania — March 18 1906

★ : First flight by a heavier-than-air, self-propelled aircraft, without the aid of external takeoff mechanisms, such as rail or catapult. Many newspapers in France, the US, and the United Kingdom wrote about the first man to fly with a heavier-than-air machine with its own take off systems, propulsion units and landing gear. The thing that has been emphasized about Vuia's achievement is that his machine was able to take off on a flat surface "only by on-board means", without any "outside assistance", be it an incline, rails, a catapult, etc.

★ Jacob Ellehammer, Denmark — September 12 1906

★ :Built monoplane, which he tested with a tether on the Danish Lindholm island.


★ Alberto Santos-Dumont, Brazil — October 23 1906

★ :Described by some scholars as the first "sportsman of the air". He made his first flight in Paris. His aircraft, designated 14 Bis, was the first to fly and land without a rail, catapult, or the presence of high winds (that is, by combustion engine like today's aircraft)

Scope of the entire claim

The people attempting to create the first flying machine were faced with many separate challenges, which required diverse skills:
# Develop theories on how flight works and invent a machine to fly. This requires the skills of a creative scientist.
# Construct the machine. This requires the skills of an engineer.
# Fly the machine. This requires a pilot, which — before flight is achieved — has to be someone intrepid, athletic and a quick learner — the skills of an explorer.
# Trial and error. This requires someone with a lot of time and resources — an investor.
# Recognition. This requires the skills of an marketeer.
Many of the people that attempted to create the first flying machine succeeded only in some of these challenges. Since all the challenges were difficult, these are notable achievements, rightfully touted in their respective cultures. But emphasizing one set of challenges or another leads to different claims to the title of "first flying machine".
The earliest attempts focused on the first challenges; they couldn't make much progress on the central challenges before the Industrial Revolution. Even then, most attempts borrowed from others' earlier work and still left work for others to finish. The next to last step, trial and error, can take years, and ideas can go back and forth between different groups, consciously or not.
It can be hard to determine the point at which particular inventions influenced others. Most early aviators worked by themselves developing their ideas, while occasionally corresponding with others. Some, such as Richard Pearce produced outstanding work in such complete isolation that the world never heard about them until it was far too late to write them into the history books. The best that can be claimed is that certain inventions were pivotal steps to realising the age of flight. Even then, who first achieved which step can still be debated.
One thing does seem clear from the timeline above; by the early 1900s there were many early aviators around the world working on the problem of flight, and the technology had matured sufficiently for a determined experimenter to succeed. Even if all the 20th century aviators who are mentioned above had not existed, it seems fairly sure that a successful airplane would have been developed before 1920. It was an idea whose time had come.

Debate on what was invented

This is a major source of controversy for early flying machines. There are kites, parachutes, lighter than air craft (balloons/airships), gliders and powered aircraft, which all have some ability to fly. The first use of each of these is worthy of note, but the definition of each of these is not universally agreed upon. The performance of some gliders was little better than slow falling, and might be considered more a type of parachute. Most early flying craft were light and fragile, and required the right wind conditions to fly. A headwind can give a boost to their takeoff. A tailwind will lengthen the apparent flight. Either might be considered unfair help from nature; almost anything will fly if the wind is strong enough. Some powered aircraft still needed a starting height or catapults to get them started, which might classify them only as engine-assisted gliders. Some inventions focused only on staying in the air, and had little or no ability to steer the craft, which makes them useless for practical flight. Other controversies include aircraft that derive some lift from attaching themselves to other types of flying craft, becoming hybrids.

Debate on what was accomplished

Even the definition of "flight" is not agreed upon. If a given flight only achieved a couple of metres of altitude, the craft may be taking advantage of ground effect, which is an aerodynamic effect that adds lift when very close to the ground. If the flight is only a few dozen metres in length, then it may be more due to momentum than lift; these might be considered only "hops" and not qualify as true flight. If the takeoff was from a height or was otherwise assisted, then how much was due to the craft's own lift is debated even if the flight was longer. The flight of a craft with little ability to gain altitude on its own may not be considered a true powered flight. If the flight ends in a crash, some discount the flight; the crash might be due to shortcuts taken in the construction of the craft, reducing its function or strength, which made the construction easier even if it made the craft impractical. There are other, more technical details about flight that can be sources of endless technical debates.
On the other hand, rather than specific, technical achievements, some claims to flight are more general. With the myriad of different challenges surrounding flight, succeeding in some is still an accomplishment. In truth, the more successful inventors built on the works of those who preceded them; those that did the earlier work deserve some credit. This is true even if their craft didn't fly successfully, or was only prototype that wasn't flown, or was only a model, a design, or just a sketch or theory. But saying "whose work helped others..." is not as often claimed as titles like "Father of Flight" or "Discoverer of Aeronautics". When designs, rather than flight are claimed, the classification of the craft designed gets all the more debatable, as critical details may be missing.

Debate on veracity of claims

For a claim to be accepted there must be some credible evidence. The number, quality and possible bias of witnesses are analyzed. There may be language and cultural barriers to analyzing the witnesses' reports. There may be cultural and philosophical barriers of the witnesses to overcome to even understand, much less properly report, the event they witnessed. Inventors skilled at marketing may be favoured because of more substantial evidence, even though such skills aren't usually associated with inventing flying machines. There is even an opposite effect, where a skilled "showman" can be accused of inflating claims or even falsifying inventions. More weight is given to photos of the flight, even though this favours claims taking place after the invention of photography.
The number of flights is used to evaluate some claims in relation to others. If only a single flight was achieved by an invention, some dismiss this as a fluke. The more flights achieved, the more credible the evidence becomes, even though this favours inventors with more time and resources to invest. Damage to the aircraft on landings, and even injuries to the pilot, can be severe setbacks limiting the total evidence, even though they may be due to mere bad luck.
For inventors that focused on skills other than science, their inventions can be dismissed because of the non-scientific nature of the evidence. To answer this, there are sometimes attempts to provide the missing scientific aspects to the evidence by recreations after the fact. In the more extreme cases, rough sketches are turned into complete flying machines. But there is no way to prove that the re-creators' modern knowledge didn't influence details of the recreation, improving the original invention. The same problem arises when aircraft are recreated in attempts to perform new test flights years later.
Various governments and other organizations will often only give some claims an "official" approval in attempt to elevate one attempt over another, usually in the interest of a national or cultural pride. A great deal of disinformation and revisions can take place as well with some claims, both from individuals and governments, to adjust the level of importance of some respective claims. Minor mistakes or misinformation are sometimes widely reproduced without any further investigation. In the worst cases, some histories fail to mention the fact that counter-claims even exist, much less contrast them with a preferred claim.

Accuracy of historical record

Because so much litigation was involved in the early years of heavier-than-air flying, especially to discredit the Wright Brothers patent on a means to control flight, it is sometimes hard to determine the accuracy of historical documentation. Much documentation was assembled for various court cases years or decades after the event in question, and may have been intentionally editorialized to make certain events seem more significant than they were in order to attempt to show prior art. Often the characterization of a given flight will differ dramatically between the contemporary accounts and the accounts later provided for evidence.
In addition, the secrecy surrounding the oft-competing inventors of flight often make documentation suspect. Many contemporary newspaper articles' accuracy were also hampered by the slow speed of news of the day, a tendency of some reporters to exaggerate or fabricate events, and the reticence of the inventors guarding their secrets.

Technical details of defining flight

Flight can be defined as simply not falling when in the air. To do this, some force is needed to counter gravity. If a craft's countering force is not as strong as gravity, then the craft still falls, although slower. To rise from a starting point, the force must be greater than gravity. Since medieval times, rockets were known to provide sufficient energy, but were usually seen as too hazardous for manned experiments. The more common method involved a craft that was, in total, less dense than air. Before treated or synthetic materials were invented, balloons had to be made of many small pieces of natural materials, which couldn’t be made completely air-tight. This limited all early lighter than air craft to hot air balloons. However, such craft can only ascend and descend; they have little or no ability to steer, only work well in cold weather, and are quite susceptible to drifting away in even light breezes. Although balloons fly, they are of such limited use that people continued to search for something with a more practical ability to fly.
While useful flight is distinct from falling, there are many grey areas between them. Flying squirrels, for instance, can't sustain level flight, and may be doing little more than falling, yet what they achieve is certainly useful, since it is part of their natural adaptation for survival.
The type of falling that merely avoids injury on landing is usually termed "parachuting". This simply requires increasing air resistance to the point where terminal velocity is low enough to make landing safe. However, the slower one falls, the greater time in the air, and the greater the influence of other forces relative to gravity. This means it doesn't take much effort to achieve distance from initial momentum, or even steering from minor adjustments to the shape of whatever is providing the air resistance. In recent years, use of parasails, hang gliders and similar craft have erased most distinction between parachutes and gliders.
An aerofoil ("airfoil" in American English) is a surface that adds lift when air moves over it. By the shape of the aerofoil, the air over the top is forced to move faster than the air under. Slower air has more pressure, so there is a net upward pressure on the aerofoil, which is lift. The wings of most gliders and aircraft are aerofoils, but kites use the principles of aerofoils also.
There are various methods of getting air to move over an aerofoil. Forward motion makes the aerofoil move relative to the air. A headwind does the same. A kite is held stationary by a string, and wind moves the air over the kite. A helicopter uses rotating aerofoils.
For flying machines that use aerofoils, the method of getting the air to move is used by some to classify the invention.
Anything that falls can easily trade height for some forward motion, and get lift from aerofoils. A glider is usually defined as an aerofoil craft that relies on starting height rather than its own generated energy. But having an internal source of energy (an engine) doesn't always mean it is an aircraft rather than a glider; the engine may be so weak that it doesn't influence the craft's flight. How strong does the engine have to be before it is considered a true aircraft? A good breakpoint would be if the craft provides enough energy that it doesn't lose speed or altitude for a long period. But taking off at the start of a flight is a different situation; this often requires trading speed for height even on modern craft. Treating the takeoff separate from the rest of the flight has complications, as many craft needed ramps to help convert potential energy to forward momentum, catapults to give an initial push, or a starting height to allow a quick trade-off to forward motion. It is difficult to determine how much influence these extra take-off assistances had on the rest of the flight. Some craft didn't seem to need any obvious assistance, yet still required a headwind to add to the effect of the aerofoils in order to take off.

See also

★ Timeline of aviation

★ List of early flying machines

★ Early flight

★ List of years in aviation

★ Aviation history

★ Accidents and incidents in aviation

★ World War I Aviation

Notes

1. （天凤六年）或言能飞，一日千里，可窥匈奴。莽辄试之，取大鸟翮为两翼，头与身皆著毛，通引环纽，飞数百步堕。(Rendering: [In the 6th year of Tianfeng, 19] there is a statement about a flight, made at a swift speed, to spy on the Xiongnu. The contraption was lightly built, with two big wings like those of a bird, and feather over the head and body. The flight ran for a few hundred paces, and fell.) Hanshu 99.
2. （永定三年）使元黄头与诸囚自金凤台各乘纸鸱以飞，黄头独能至紫陌乃堕，仍付御史中丞毕义云饿杀之。(Rendering: [In the 3rd year of Yongding, 559], Gao Yang conducted an experiment by having Yuan Huangtou and a few prisoners launch themselves from a tower in Ye, capital of the Northern Qi. Yuan Huangtou was the only one who survived from this flight, as he glided over the city-wall and fell at Zimo [western segment of Ye] safely, but he was later executed.) Zizhi Tongjian 167 and Beishi 19.
3. Arslan Terzioglu (2007). "The First Attempts of Flight, Automatic Machines, Submarines and Rocket Technology in Turkish History", ''The Turks'' (ed. H. C. Guzel), p. 804-810.

References

★ Aerospaceweb - Who was the first to fly?

★ Aerospaceweb - Why do Brazilians consider Alberto Santos-Dumont the first man to fly if he didn't fly until 1906 and the Wright brothers did so in 1903?

★ Listing and descriptions of pre-wright flying machines

★ Prehistory of Flight

★ Octave Chanute, ''Progress in Flying Machines'', 1891 - 1894

★ The Maxim Flyer