| Revision as of 21:20, 24 September 2006 edit201.27.67.242 (talk) →The first fixed-wing aircraft: The ''14-bis'' versus the ''Wright Flyers''← Previous edit | Revision as of 19:01, 3 October 2006 edit undoBobblewik (talk | contribs)66,026 editsm units &/or linksNext edit → | ||
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| For the Brazilian band, see ] | For the Brazilian band, see ] | ||
| The '''''14-bis''''', also known as '''Oiseau de proie''' (] for "bird of prey"), was an early ] designed and built by ] inventor ]. On ] ], in ], ], it performed the first publicly witnessed unaided flight by a heavier-than-air aircraft. Earlier flights, such as that made by the Wright Brothers had required favourable wind directions, catapults or other such devices to take off. | The '''''14-bis''''', also known as '''Oiseau de proie''' (] for "bird of prey"), was an early ] designed and built by ] inventor ]. On ] ], in ], ], it performed the first publicly witnessed unaided flight by a heavier-than-air aircraft. Earlier flights, such as that made by the Wright Brothers had required favourable wind directions, catapults or other such devices to take off. | ||
| ==Conception, development, and initial |
==Conception, development, and initial tests== | ||
| ] | ] | ||
| In June of 1905, ] tested a glider by having it towed by a fast boat down the ]. The glider's wing configuration was made up of ] cells, a box-kite-like structure that allowed for great lift and structural strength with minimal weight. Voisin was towed into the air and flew for over 500 feet as the boat pulled him and his aircraft. In the aviation-crazy ] of the early 1900s, this established the Hargrave cells as a configuration to be developed into heavier-than-air aircraft, not simply into kites. ] lived in Paris at the time, and was by then one of the most active "aeronauts" in Europe, having developed a long series of ] that displayed unparalleled agility, speed, endurance, and ease of control. | In June of 1905, ] tested a glider by having it towed by a fast boat down the ]. The glider's wing configuration was made up of ] cells, a box-kite-like structure that allowed for great lift and structural strength with minimal weight. Voisin was towed into the air and flew for over 500 feet as the boat pulled him and his aircraft. In the aviation-crazy ] of the early 1900s, this established the Hargrave cells as a configuration to be developed into heavier-than-air aircraft, not simply into kites. ] lived in Paris at the time, and was by then one of the most active "aeronauts" in Europe, having developed a long series of ] that displayed unparalleled agility, speed, endurance, and ease of control. | ||
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| At around that time, while watching the ] ] races, Santos-Dumont noticed that ]-type engines, made by ], offered great power and were quite lightweight. | At around that time, while watching the ] ] races, Santos-Dumont noticed that ]-type engines, made by ], offered great power and were quite lightweight. | ||
| Putting all this together, Santos-Dumont designed and built a Hargrave-cell biplane powered by an Antoinette engine. This was originally done in secrecy, only known to his team of builders and craftsmen. The wings were at the very back configured in a dihedral, each wing containing three cells. The |
Putting all this together, Santos-Dumont designed and built a Hargrave-cell biplane powered by an Antoinette engine. This was originally done in secrecy, only known to his team of builders and craftsmen. The wings were at the very back configured in a dihedral, each wing containing three cells. The 24 hp Antoinette sat between the wings, with the pilot's compartment immediately ahead (where the pilot stood), and with the pusher-propeller immediately behind. A movable cell at the nose, actuated by cables originally manufactured for church-tower clocks, allowed for steering and altitude adjustments. This forward-mounted-mini-wing layout would later come to be called a "]" (after a Bleriot aircraft of the same layout was said to look like a duck. This name is still used to describe aircraft with wing-like surfaces placed near the nose, whether or not they are duck-like). The structures of the Santos-Dumont biplane were made of bamboo, with Japanese silk surfaces, and joints made of aluminum, a very exotic material at the time. | ||
| The aircraft was transported from ], where it was built, to Bagatelle, where it could be tested. In order to simulate flight-like conditions, Santos-Dumont attached the aircraft to the belly of his latest dirigible, the Number 14. Due to this configuration, the plane came to be known as '''''14-bis'''''. The forces imposed by the aircraft pulled at the dirigible in dangerous ways, nearly tearing it and allowing for limited control. The danger of such tests caused Santos-Dumont and his team to quickly abandon them, although some constructive information was obtained that led to adjustments in the balance and weight placement of the plane. | The aircraft was transported from ], where it was built, to Bagatelle, where it could be tested. In order to simulate flight-like conditions, Santos-Dumont attached the aircraft to the belly of his latest dirigible, the Number 14. Due to this configuration, the plane came to be known as '''''14-bis'''''. The forces imposed by the aircraft pulled at the dirigible in dangerous ways, nearly tearing it and allowing for limited control. The danger of such tests caused Santos-Dumont and his team to quickly abandon them, although some constructive information was obtained that led to adjustments in the balance and weight placement of the plane. | ||
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| Santos-Dumont then connected a steel cable to the tops of two tall poles, one taller than the other. The aircraft was hung by a rope and attached by a pulley to the steel cable. It was then pulled by a donkey until it rested by the taller pole, and then released and allowed to slide down the cable towards the lower pole. In this manner, the center of gravity of the aircraft was established and adjusted, and much was learned about its stability. (Photographs of these tests show the vehicle being pulled up along the cable by the donkey back to the higher position. This gives the appearance that the plane was tested while being pulled by a donkey, which is not accurate). | Santos-Dumont then connected a steel cable to the tops of two tall poles, one taller than the other. The aircraft was hung by a rope and attached by a pulley to the steel cable. It was then pulled by a donkey until it rested by the taller pole, and then released and allowed to slide down the cable towards the lower pole. In this manner, the center of gravity of the aircraft was established and adjusted, and much was learned about its stability. (Photographs of these tests show the vehicle being pulled up along the cable by the donkey back to the higher position. This gives the appearance that the plane was tested while being pulled by a donkey, which is not accurate). | ||
| By August 1906, the aircraft was transported back to Bagatelle, where Santos-Dumont performed what we would today call fast-taxi tests. The engine was found not to be powerful enough to safely reach flight speeds, and was replaced by a |
By August 1906, the aircraft was transported back to Bagatelle, where Santos-Dumont performed what we would today call fast-taxi tests. The engine was found not to be powerful enough to safely reach flight speeds, and was replaced by a 50 hp Antoinette, a ] design capable of 1,500 rpm. Early September saw greater speeds in ground tests, as well as a minor accident. On the ], ], the wheels left the ground during an extremely quick hop. | ||
| Announcements were made about Santos-Dumont trying for all the aeronautics prizes. Crowds and aviation authorities gathered on the morning of the ], ]. Not all the cylinders were firing during an initial takeoff attempt, but quick repairs allowed for the second run to result in a 13-meter (43-foot) hop, an altitude of about 1 meter having been reached. This did not qualify for the prizes, but earned Santos-Dumont a great deal of attention. | Announcements were made about Santos-Dumont trying for all the aeronautics prizes. Crowds and aviation authorities gathered on the morning of the ], ]. Not all the cylinders were firing during an initial takeoff attempt, but quick repairs allowed for the second run to result in a 13-meter (43-foot) hop, an altitude of about 1 meter having been reached. This did not qualify for the prizes, but earned Santos-Dumont a great deal of attention. | ||
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| |height main=3.40 m | |height main=3.40 m | ||
| |height alt=11 ft 2 in | |height alt=11 ft 2 in | ||
| |area main=52 m |
|area main=52 m² | ||
| |area alt=560 ft |
|area alt=560 ft² | ||
| |empty weight main=? | |empty weight main=? | ||
| |empty weight alt= | |empty weight alt= | ||
| Line 103: | Line 103: | ||
| |climb rate main= | |climb rate main= | ||
| |climb rate alt= | |climb rate alt= | ||
| |loading main=5.7 kg/m |
|loading main=5.7 kg/m² | ||
| |loading alt=1.2 lb/ft |
|loading alt=1.2 lb/ft² | ||
| |thrust/weight= | |thrust/weight= | ||
| |power/mass main=0.12 kW/kg | |power/mass main=0.12 kW/kg | ||
Revision as of 19:01, 3 October 2006
For the Brazilian band, see 14 Bis (Band)
The 14-bis, also known as Oiseau de proie (French for "bird of prey"), was an early fixed-wing aircraft designed and built by Brazilian inventor Alberto Santos-Dumont. On November 12 1906, in Bagatelle, France, it performed the first publicly witnessed unaided flight by a heavier-than-air aircraft. Earlier flights, such as that made by the Wright Brothers had required favourable wind directions, catapults or other such devices to take off.
Conception, development, and initial tests
In June of 1905, Gabriel Voisin tested a glider by having it towed by a fast boat down the Seine. The glider's wing configuration was made up of Hargrave cells, a box-kite-like structure that allowed for great lift and structural strength with minimal weight. Voisin was towed into the air and flew for over 500 feet as the boat pulled him and his aircraft. In the aviation-crazy Paris of the early 1900s, this established the Hargrave cells as a configuration to be developed into heavier-than-air aircraft, not simply into kites. Santos-Dumont lived in Paris at the time, and was by then one of the most active "aeronauts" in Europe, having developed a long series of dirigibles that displayed unparalleled agility, speed, endurance, and ease of control.
During late 1905 and early 1906, French aviation authorities, seeing the rapid development in aviation at the time, offered prizes for the first heavier-than air machines to be flown for 25 meters and for 100 meters. Ferber, a captain in the French Army, was experimenting with gliders and kept in touch with Chanute and with the Wright brothers. Voisin teamed up with Louis Bleriot to develop the boat-towed glider into a fixed-wing aircraft.
At around that time, while watching the Cote D'Azur speedboat races, Santos-Dumont noticed that Antoinette-type engines, made by Levavasseur, offered great power and were quite lightweight.
Putting all this together, Santos-Dumont designed and built a Hargrave-cell biplane powered by an Antoinette engine. This was originally done in secrecy, only known to his team of builders and craftsmen. The wings were at the very back configured in a dihedral, each wing containing three cells. The 24 hp Antoinette sat between the wings, with the pilot's compartment immediately ahead (where the pilot stood), and with the pusher-propeller immediately behind. A movable cell at the nose, actuated by cables originally manufactured for church-tower clocks, allowed for steering and altitude adjustments. This forward-mounted-mini-wing layout would later come to be called a "canard" (after a Bleriot aircraft of the same layout was said to look like a duck. This name is still used to describe aircraft with wing-like surfaces placed near the nose, whether or not they are duck-like). The structures of the Santos-Dumont biplane were made of bamboo, with Japanese silk surfaces, and joints made of aluminum, a very exotic material at the time.
The aircraft was transported from Neuilly, where it was built, to Bagatelle, where it could be tested. In order to simulate flight-like conditions, Santos-Dumont attached the aircraft to the belly of his latest dirigible, the Number 14. Due to this configuration, the plane came to be known as 14-bis. The forces imposed by the aircraft pulled at the dirigible in dangerous ways, nearly tearing it and allowing for limited control. The danger of such tests caused Santos-Dumont and his team to quickly abandon them, although some constructive information was obtained that led to adjustments in the balance and weight placement of the plane.
Santos-Dumont then connected a steel cable to the tops of two tall poles, one taller than the other. The aircraft was hung by a rope and attached by a pulley to the steel cable. It was then pulled by a donkey until it rested by the taller pole, and then released and allowed to slide down the cable towards the lower pole. In this manner, the center of gravity of the aircraft was established and adjusted, and much was learned about its stability. (Photographs of these tests show the vehicle being pulled up along the cable by the donkey back to the higher position. This gives the appearance that the plane was tested while being pulled by a donkey, which is not accurate).
By August 1906, the aircraft was transported back to Bagatelle, where Santos-Dumont performed what we would today call fast-taxi tests. The engine was found not to be powerful enough to safely reach flight speeds, and was replaced by a 50 hp Antoinette, a V-8 design capable of 1,500 rpm. Early September saw greater speeds in ground tests, as well as a minor accident. On the September 7, 1906, the wheels left the ground during an extremely quick hop.
Announcements were made about Santos-Dumont trying for all the aeronautics prizes. Crowds and aviation authorities gathered on the morning of the September 13, 1906. Not all the cylinders were firing during an initial takeoff attempt, but quick repairs allowed for the second run to result in a 13-meter (43-foot) hop, an altitude of about 1 meter having been reached. This did not qualify for the prizes, but earned Santos-Dumont a great deal of attention.
The 14-bis landed at a high angle of attack, and the propeller at the back struck the ground. Repairs were undertaken. On the 23 October, after a series of engine tests and high-speed ground runs (one of which ended as one wheel came loose, but this was quickly fixed), Santos-Dumont finally pulled the 14-bis into the air. The aircraft flew for over 200 feet at an altitude of about 10 feet. This earned Santos-Dumont the first of the aviation prizes, 3,000 francs for a 25-meter-or-greater flight.
The plane required more repairs, as the landing had again damaged it, and Santos-Dumont announced that he should be ready to attempt the 100-meter prize on November 12. The 14-bis was repaired, and ailerons were added to the middle of each outermost wing cell (similar to the aileron layout later used in the famous Curtiss Model D Pusher). These ailerons were actuated by cables attached to the pilot's flightsuit at the shoulders. Movement of the shoulders thus actuated roll control, similarly to the hip-movement roll-actuation control on the Wright Flyer.
On the morning of November 12, 1906, the crowds gathered. In a surprise to nearly all there, Voisin also brought a biplane that he and Bleriot has built, and also powered by an Antoinette. Voisin made several takeoff attempts, until one of them damaged the vehicle such that it could not be tested further before being extensively repaired.
As Santos-Dumont allowed the 14-bis to run down the field, a car drove alongside, and Henry Farman would drop a plate out of the car each time he observed the wheels of the plane to leave the ground or to touch down again. The first attempt saw a flight of 40 meters, and the second saw two brief flights of 40 and 50 meters. A hurried landing after this second attempt (rushed due to the proximity of some trees) damaged the wheel axles, and these were fixed during a lunch break. In the afternoon, further flights were of 50 meters and then 82 meters. As the sun set, Santos-Dumont attempted one more flight. In order to ensure he would not hit spectators, who by this time were present all over the field, he flew at an altitude of 4 meters. After 22 seconds, he cut the engine power and glided into a landing. He had flown for 220 meters, or over 700 feet, qualifying for the second aviation prize offered for heavier-than-air-aircraft, 1,000 francs for a flight of 100 meters or more.
The first fixed-wing aircraft: The 14-bis versus the Wright Flyers
Some people firmly believe that these flights, and not those of the Wright brothers, are the true dawn of aviation. In Brazil, Santos-Dumont is known as the "father of aviation", and is the person who "invented the airplane". Depending on how you define "airplane", this view could be accurate.
The Fédération Aéronautique Internationale, founded in France at the beginning of the century to keep track of aviation records and other aeronautical activities, stated among its rules that an aircraft should be able to take off under its own power in order to qualify for a record. Many Santos-Dumont fans believe this meant the 14-bis was, technically, the first fixed-wing aircraft, since the Wright Flyer often, though not always, used a weight-driven catapult (in principle similar to those still used on modern aircraft carriers) to get off the ground. By 1906, the year Santos-Dumont first flew his 14-bis, the Wright Flyer's configuration had not changed: it still had skids rather than wheels and used a wooden takeoff rail, usually with the aid of a catapult (it resumed flights in 1908). The Wright Brothers, on the other hand, deserve credit for designing and building the first heavier-than-air aircraft to fly for prolonged periods and to be fully controllable. The year before Santos-Dumont's short hops, the Wrights were already flying for up to half an hour nonstop in nicely controlled curves, circles, figure-eights, ascents, and descents. Even after they had more powerful engines, the Wrights preferred to use the rail and catapult because the mechanism made takeoffs safer than a long ground roll, which sometimes caused accidents.The practicality of the 14-bis could be questioned since it had very limited control. Unlike the Wright Flyers, it could not make controlled turns, fly a circle, remain in the air more than one minute, carry a passenger, or gain sufficient height to safely clear trees and buildings. Santos-Dumont fans assert that, since the Wright Flyer often used the cumbersome catapult, the Flyer was not practical.
(Note, that this thinking also strips away the records made in the X-1, X-15, X-43, and SpaceShipOne, as all of those were dropped from larger aircraft and thus could not have broken their respective records if they had to take off unassisted from a runway. This is why the "official" speed record is held by the Lockheed SR-71, and the altitude record by the unmanned NASA Helios, as those aircraft could take off and land unassisted and still break those records).
For a Brazilian point of view on the controversy, see this TheFirstToFly.hpg.ig.com.br page. Most telling is a letter from Wilbur Wright to Captain Ferber, part of which says:
"We had already seen by the picture in the New York Herald that the plane rests on three wheels and we deduce from this that Mr. Santos Dumont, in order to effect his take-off, has first to make a run over a long level field. With the aid of the starting-off pillar that we use, Orville and I speedily go right up into the air in a much more practical fashion... We are sure to find a lot in our favor if we come to exhibit in France; but the voyage and the transportation of the machine and the pillar cost much more money than the two poor mechanics can afford to spend; also, dear Captain Ferber, if French experts, under your management, desire to come to Dayton, we will give them a demonstration of the machine in a neighboring field, flying for five minutes in a complete circle..."
From this passage, Santos-Dumont fans could infer that while the Wright Flyer may have been superior in the air, its take-off apparatus made it overly impractical to operate and transport.
Opinions may vary on whether the Wright Flyer or the 14-bis was the more practical (and thus the "first") heavier-than-air flying machine. Both designs, independent of each other, produced aircraft that made free, manned, powered flights. Patriotic pride heavily influences opinions of the relative importance and practicality of each aircraft, thus causing debate. It is likely that Santos-Dumont's achievements have not been given their due, world-wide, as a result of his nationality.
Specifications (14-bis)
General characteristics
- Crew: one pilot
- Capacity: one
Performance
Related content
Related development:
Comparable aircraft:
Designation sequence: n/a
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