JF Ptak Science Books    Post 2823

Here’s an interesting piece of reporting by (Professor) Raimund Nimfuhr (Czech, 1874-1954) on the Wright brothers gliding experiments in late September/October 1902.  The two men transported their 1902 aircraft to Kill Devil Hills near Kitty Hawk , N.C., and carried out between 700 and 1000 gliding tests, with great success. This story on their efforts appeared a few months later on 5 March 1903 in the Illustrirte Zeitung (Leipzig), with an unusual accompaniment of five photographs.  

The Wright’s received very circumspect coverage during this time, what with the certain level of disbelief that accompanied early reports on flight. As it turns out when the brothers made their great and historic powered flight a year and two months later the local papers near the Wright community in Ohio gave the achievement scant notice.  The reverential Scientific American gave the Wright flight an inside notice—it wasn’t front cover material for them. (The papers were a little shorted though because the results of the experiment were leaked to the local Norfolk paper, and the rest of the world got scooped.)

In this short notice, “The latest advances in practical flying art”, Nimfuhr takes the first two paragraphs to review a bit of aviation history and to remark that “practical activity in flying has become increasingly common”, with a “feverish activity” particular to the “New World”. He states that the importance of Otto Lilienthal had not yet been recognized for what it was, with Europeans paying the price in wasted experimentation for not employing Lilienthal’s results—this he states is not the case in the New World, which has made good use of the Lilienthal experimentation.

When he gets to the den Bruden Wright, Nimfuhr starts by saying that their 1902 glider was almost exactly like that of the second type of Octave Chanute, though he almost immediately states that the Wright machine was a “brand new, significantly improved machine”. He describes the wings and the method of controlling die gleilfluge, and then on th=o a description of some of he “700” flights they made, the longest being 189 metres (with time aloft at 26 seconds). Nimfuhr does take great care to describe the exacting control the Wrights had on the glider, which “promptly obeyed the slightest movement of the rudder”. He ends saying that the Wright glider is not the “ideal”, and that in order to fly several kilometers or into a headwind, an engine was necessary, though as things were in March 1903 the Wrights had made a “very significant advance”.

JF Ptak Science Books  Quick Post

I couldn’t but help to share this terrific advertisement found in the page of Aerophile magazine for 1908 (via the “Unbound” section of the Smithsonian Institution and Internet Archive. This is the famous “Antoinette” engine, designed and construction by Leon Levavasseur in an aircraft-building partnership with  Jules Gastambide (whose daughter’s name became that of the series of engines). As you can see the man supporting the engine is not having an easy time of it (assuming the guy is 5’8″ 150 lbs or so), though this was a far-advanced aircraft engine for the day, a V-16 (?) developing 100- horse (the Wright’s 1903 engine was 12hp 180lbs but did its job perfectly).  In any event this was an interesting demonstration of comparative lightness and power, delivered in January, 1908.  (I’m reasonably sure that this is not the 40hp engine of the Farman flight…)

Source: https://archive.org/details/larophile16besa/page/28)