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  1. History of aviation - Wikipedia
  2. History of Aviation
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PDF | Larger STOVL designs were considered, the Armstrong Whitworth AW cargo aircraft was the first attempt at heavier-than-air flight in aviation history. PDF | The man has always wanted to be able to fly. The dream or although it has achieved, has not been reached yet fully. The fuse of the flight. Request PDF on ResearchGate | History of Aviation | Abstract The man has always wanted to be able to fly. The dream or although it has.

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History Of Aviation Pdf

enna. The history of aviation has extended over more than two thousand years, from the earliest forms of aviation, [10] “Kite Flying for Fun and Science” (pdf). The history of aviation extends for more than two thousand years, from the earliest forms of In Flight USA. Richard P. Hallion (July ). "Airplanes that Transformed Aviation". Air & space magazine. Smithsonian. "American Aviation Heritage" (PDF). The history of aviation began with the invention of kites and gliders, before Milestones in Aviation History (PDF): A brief document that summarizes the.

Nevertheless, they were not at all the first to attempt flight. It is an exceptional trait of early aviation history — in contrast to other technical disciplines — that many, during an extended period of time, tried in vain to conquer the skies. Eventually success was achieved in developing the correct basis and methods enabling the construction of wings capable of sufficient lift and engines capable to provide enough propulsive thrust. Man has been able to navigate through the air in balloons since , though only succeeded with powered flight from ; manned space flight has been carried out with the use of rockets since The origin of these three principles of flight have, however, been public knowledge since the middle ages. The following overview will start with a brief history of the work performed by pioneers of aviation in the 19th century.

Demonstrations of manned, gliding flight. Setting out the principles of power-to-weight ratio in sustaining flight. Cayley's first innovation was to study the basic science of lift by adopting the whirling arm test rig for use in aircraft research and using simple aerodynamic models on the arm, rather than attempting to fly a model of a complete design.

In he set down the concept of the modern aeroplane as a fixed-wing flying machine with separate systems for lift, propulsion, and control. A movable weight allowed adjustment of the model's centre of gravity. He also identified and described the importance of the cambered aerofoil , dihedral , diagonal bracing and drag reduction, and contributed to the understanding and design of ornithopters and parachutes. In he had progressed far enough to construct a glider in the form of a triplane large and safe enough to carry a child.

A local boy was chosen but his name is not known. Minor inventions included the rubber-powered motor ,[ citation needed ] which provided a reliable power source for research models.

By he had even re-invented the wheel, devising the tension-spoked wheel in which all compression loads are carried by the rim, allowing a lightweight undercarriage. Although only a design, it was the first in history for a propeller-driven fixed-wing aircraft.

Employing two contra-rotating propellers on the first attempt, made indoors, the machine flew ten feet before becoming destabilised, damaging the craft. The second attempt was more successful, the machine leaving a guide wire to fly freely, achieving thirty yards of straight and level powered flight. He advanced Cayley's work on cambered wings, making important findings.

To test his ideas, from he had constructed several gliders, both manned and unmanned, and with up to five stacked wings. He realised that long, thin wings are better than bat-like ones because they have more leading edge for their area.

Today this relationship is known as the aspect ratio of a wing. The latter part of the 19th century became a period of intense study, characterized by the " gentleman scientists " who represented most research efforts until the 20th century. Among them was the British scientist-philosopher and inventor Matthew Piers Watt Boulton , who studied lateral flight control and was the first to patent an aileron control system in Meanwhile, the British advances had galvanised French researchers.

Developing his ideas with a model powered first by clockwork and later by steam, he eventually achieved a short hop with a full-size manned craft in It achieved lift-off under its own power after launching from a ramp, glided for a short time and returned safely to the ground, making it the first successful powered glide in history. In , Frenchman Jean-Marie Le Bris made the first flight higher than his point of departure, by having his glider "L'Albatros artificiel" pulled by a horse on a beach.

He reportedly achieved a height of meters, over a distance of meters. The planophore also had longitudinal stability, being trimmed such that the tailplane was set at a smaller angle of incidence than the wings, an original and important contribution to the theory of aeronautics. A tailless monoplane with a single vertical fin and twin tractor propellers, it also featured hinged rear elevator and rudder surfaces, retractable undercarriage and a fully enclosed, instrumented cockpit.

The Aeroplane of Victor Tatin, It was powered by compressed air. Flown tethered to a pole, this was the first model to take off under its own power. It was intended as a test rig to investigate aerodynamic lift: lacking flight controls it ran on rails, with a second set of rails above the wheels to restrain it.

Completed in , on its third run it broke from the rail, became airborne for about yards at two to three feet of altitude [53] and was badly damaged upon falling back to the ground.

It was subsequently repaired, but Maxim abandoned his experiments shortly afterwards. In the last decade or so of the 19th century, a number of key figures were refining and defining the modern aeroplane.

Lacking a suitable engine, aircraft work focused on stability and control in gliding flight. In Biot constructed a bird-like glider with the help of Massia and flew in it briefly. It is preserved in the Musee de l'Air , France, and is claimed to be the earliest man-carrying flying machine still in existence. The Englishman Horatio Phillips made key contributions to aerodynamics.

He conducted extensive wind tunnel research on aerofoil sections, proving the principles of aerodynamic lift foreseen by Cayley and Wenham.

His findings underpin all modern aerofoil design. Between , the American John Joseph Montgomery developed a series of three manned gliders, before conducting his own independent investigations into aerodynamics and circulation of lift.

Otto Lilienthal , May 29, He duplicated Wenham's work and greatly expanded on it in , publishing his research in as Birdflight as the Basis of Aviation Der Vogelflug als Grundlage der Fliegekunst. He also produced a series of hang gliders , including bat-wing, monoplane and biplane forms, such as the Derwitzer Glider and Normal soaring apparatus. Starting in he became the first person to make controlled untethered glides routinely, and the first to be photographed flying a heavier-than-air machine, stimulating interest around the world.

He rigorously documented his work, including photographs, and for this reason is one of the best known of the early pioneers. Lilienthal made over 2, glides until his death in from injuries sustained in a glider crash. Picking up where Lilienthal left off, Octave Chanute took up aircraft design after an early retirement, and funded the development of several gliders. In the summer of his team flew several of their designs eventually deciding that the best was a biplane design.

Like Lilienthal, he documented and photographed his work. In Britain Percy Pilcher , who had worked for Maxim, built and successfully flew several gliders during the mid to late s. The invention of the box kite during this period by the Australian Lawrence Hargrave would lead to the development of the practical biplane. In Hargrave linked four of his kites together, added a sling seat, and flew 16 feet 4. Main article: Samuel Pierpont Langley First failure of Langley's manned Aerodrome on the Potomac River , October 7, After a distinguished career in astronomy and shortly before becoming Secretary of the Smithsonian Institution , Samuel Pierpont Langley started a serious investigation into aerodynamics at what is today the University of Pittsburgh.

In he published Experiments in Aerodynamics detailing his research, and then turned to building his designs. He hoped to achieve automatic aerodynamic stability, so he gave little consideration to in-flight control. It was launched from a spring-actuated catapult mounted on top of a houseboat on the Potomac River near Quantico, Virginia. On both occasions the Aerodrome No. On November 28, , another successful flight was made with the Aerodrome No.

History of aviation - Wikipedia

The Aerodrome No. So little remained of the original aircraft that it was given a new designation. With the successes of the Aerodrome No. Spurred by the Spanish—American War , the U. With the basic design apparently successfully tested, he then turned to the problem of a suitable engine. Langley's assistant, Charles M. Now with both power and a design, Langley put the two together with great hopes. To his dismay, the resulting aircraft proved to be too fragile.

Simply scaling up the original small models resulted in a design that was too weak to hold itself together. Two launches in late both ended with the Aerodrome immediately crashing into the water. The pilot, Manly, was rescued each time. Also, the aircraft's control system was inadequate to allow quick pilot responses, and it had no method of lateral control, and the Aerodrome's aerial stability was marginal.

Nine days after his second abortive launch on December 8, the Wright brothers successfully flew their Flyer. Glenn Curtiss made 93 modifications to the Aerodrome and flew this very different aircraft in Whitehead sits beside it with daughter Rose in his lap; others in the photo are not identified.

From to he designed and built early flying machines and engines. On August 14, , two and a half years before the Wright Brothers' flight, he claimed to have carried out a controlled, powered flight in his Number 21 monoplane at Fairfield , Connecticut. The flight was reported in the Bridgeport Sunday Herald local newspaper. About 30 years later, several people questioned by a researcher claimed to have seen that or other Whitehead flights.

In March Jane's All the World's Aircraft , an authoritative source for contemporary aviation, published an editorial which accepted Whitehead's flight as the first manned, powered, controlled flight of a heavier-than-air craft. The gliders worked, but not as well as the Wrights had expected based on the experiments and writings of their 19th-century predecessors.

Their first glider, launched in , had only about half the lift they anticipated. Their second glider, built the following year, performed even more poorly. Rather than giving up, the Wrights constructed their own wind tunnel and created a number of sophisticated devices to measure lift and drag on the wing designs they tested. Their testing and calculating produced a third glider with a higher aspect ratio and true three-axis control. They flew it successfully hundreds of times in , and it performed far better than the previous models.

By using a rigorous system of experimentation, involving wind-tunnel testing of airfoils and flight testing of full-size prototypes, the Wrights not only built a working aircraft, the Wright Flyer , but also helped advance the science of aeronautical engineering. The Wright Flyer : the first sustained flight with a powered, controlled aircraft.

The Wrights appear to be the first to make serious studied attempts to simultaneously solve the power and control problems. Both problems proved difficult, but they never lost interest. Between and seven accidents which can be attributed, at least in part, to linguistic factors, killed a total of 1, people Cookson. Aircraft accidents are rarely, if ever, caused by a single catastrophic factor, but rather by a chain of events surrounding the primary cause.

If any one of the discrete events within the sequence is removed, or even if the timing changed, the resulting incident or accident will be avoided. Cookson quotes Dismukes et al. This fundamental principle is true for all aircraft crashes, particularly air carrier crashes in which multiple safeguards and levels of redundancy in all aspects of the equipment, procedure and flight operation are implemented.

Three accidents clearly identifying the relationship between multiple causes and their effects forming a chain of events culminating in tragedy are: Linguistic factors play a significant factor in each chain of events leading to these accidents, quite possibly acting as a necessary condition for them to have occurred. It defines points at which a chain of events can be stopped.

Linguistic factors display a very high probability as a necessary condition for the afore- mentioned accidents to have occurred; however, it is impossible to determine with absolute certainty whether or not an accident would have been avoided if the sequence had been disrupted. In addition to the directly contributing factors, such as language, many undiscovered latent factors may exist Waenaar, et al.

A latent factor is an underlying unsafe condition which may not be readily apparent. These can include procedures, managerial policies and equipment design.

History of Aviation

By itself, a latent factor does not cause an accident. Under the correct conditions, it reveals itself and contributes to the accident.

Independently, these latent factors do not cause accidents. Once the appropriate chain of events is set in motion and combines with an active failure, the latent factors contri-bute to an aviation accident. In addition to diagramming the causes of aviation acci-dents, the Swiss Cheese Model is used in industry and medicine. The fields may differ; however, the basic Fig.

Latent factors include the following items in these three accidents: The Spanish authorities, in practice, placed a very minimal operational standard upon the tower controllers. Proper phraseology and read back procedure would have presented another layer to close the holes in the Swiss Cheese and an opportunity to break the chain of events McCreary et al.

New Delhi: This unusual arrangement was utilized in order to reserve other air space for military use, squeezing the civilian traffic into a narrow corridor. This adds an additional element of cognitive load upon the Kazakh crew who must convert altitudes to feet from meters.

Code mixing creates operational hazards at two levels: Cognitive load and response times are increased proportionately as code switches and mental translations are taking place.

Accidents are always caused by unsafe acts.

History of Aviation

This does not mean that accidents are caused deliberately, or that the actors involved were conscious of imminent danger. On the contrary, we will see that in most accidents the actors could not know that their actions would contribute to a disaster. The occurrence of unsafe acts means only that accidents could have been prevented by the elimination of some proceeding actions.

An additional incident illustrates the role English proficiency can play in the breakdown of aviation safety. The navigation information was deleted from the computer, necessitating ATC directions vectors. While being vectored the crew consistently confused left and right. It was not necessarily that they did not know the difference between left and right. Language can become very difficult to process in a high stress, time pressured situation. This likely exacerbated any confusion following the computer error, leading to the loss of situational awareness.

The aforementioned accidents and incident may have been averted in absence of linguistic factors. A common language for air traffic communication is a prima facia requirement for a safe air transportation system.

These accidents and incident provide readily decodable, empirical data illustrating this requirement and the potential consequences when they are not satisfied. Clear communication in a common language in each of these instances could have provided the defensive layer to close the hole, stopping the event. The ICAO requirement serves to insure that all parties in the air traffic control system possess the communicative competency to serve as defensive layer to prevent similar occurrences.

Crew resource management CRM is employed to check, clarify and confirm all of the critical links in the complex structures which allow an aircraft to become airborne, navigate and operate safely in the airspace system. The parties with the most immediate need for a common language are flight deck personnel and ATC; hence, the ICAO mandate applies to these two parties. However, there is a move within the industry to train all of the aforementioned groups to maintain English proficiency in the interest of safety and efficient operations.

There is an increasing awareness for the need to achieve widespread English proficiency. Many airlines now assess dispatch personnel in addition to flight deck crew members. While English is not a de jure mandate for dispatchers, it is a de facto requirement as dispatch must communicate with a wide array of international entities including government agencies, manufacturers and service providers. Additionally, anecdotal evidence points to an English speaking culture evolving within many airlines.

The matrix between these groups, while duly noted as being of paramount importance and a major constituent of CRM, is beyond the scope of this paper as the author focuses on the ICAO requirements and communication between the flight deck and ATC.

This led to the development of a variety of tests representing a large cross section of quality and levels of industry acceptance Alderson EALTS exemplifies a multipart test. An interlocutor proctors and scores the test which is also scored by a second examiner who is present during testing. The test results are then relayed to the UK for independent verification.

Once in the UK, the test results are subject to further scrutiny by remote assessors. So can we trace these chains starting at the accident through their conclusion in the classroom: Kumaravadivelu posits that we are in a post-method pedagogical state. While this is true at one level, this paper maintains that various techniques falling within a narrow angled, English for a special purpose approach best serve the needs of all actors: Each group has its own unique requirements which ultimately converge to form the goal of clear and effective communication between aircraft and air traffic control.

Language teaching has a rich and varied history from which to draw; many methods have been used over the years, each having its own distinct advantages Diaz-Maggioli, Working in a highly specialised area brings its own technical vocabulary and grammatical structures. The author finds an analogue of Palmer, West et al. Their method focuses on frequency-based lexis, gradation and usefulness in tandem with providing models of grammatical structure and sentence patterns.

This method provided the foundation which evolved into the once popular audio-lingual method Kumaravadivelu, While audio-lingualism reached its zenith toward the middle of the Twentieth Century before being supplanted by the communicative method, it still maintains utility and value within the ESP- aviation context.

The teaching of specific lexis is an obvious requirement for admission to the aviation discourse community and for safe operation within the international airspace system. Additionally, flight operations, flight instruction and radiotelephony all follow a very specific protocol using the same basic structure for declarative, interrogative and imperative functions. In this context structure may not have a one to one relationship to function.

So ATC may query an aircraft using a phrase which is declarative in structure as the aircraft will respond with a confirmation. This basic grammatical construct often finds its way into flight training as well. The CFI can provide directives, ask questions or make statements using a basic declarative structure.

This form is also used on the flight deck in communications between crew members to check, clarify and confirm in the course of communication requiring a carefully structured protocol.

While this simplification of the method has its use, adherence to any single method may be counter-productive to meeting the goal of English proficiency. Incorporating elements of total physical response TPR into the classroom helps the learner to operationalise pilots declarative knowledge. The semiotic value of lexis is demonstrated and reinforced through acting out commands issued by the teacher Diaz-Maggioli, In this sense, TPR techniques mirror real world interaction: Under pressure, an L2 pilot is much more likely to make errors due to language.

In fact, research confirms that linguistic errors committed by L2 speakers increase during periods of pressured response Ganushchak and Schiller, Task based learning also provides an added dimension of efficacy in the aviation ESP classroom. Various tasks from formulating flight plans to designing an aircraft serve to create situations within the classroom to foster both communication and thought in English.

History of aviation

It is the thought which is most important as the ability to operate in English with the application of the least possible additional cognitive load is key. Translating from L1 to L2 while flying the aircraft, possibly in a pressured situation can add a significant response time and additional step during which error can occur.

The ideal training situation prepares the L2 aviation professional for these challenges.

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