Chapter 32

PL. 97. AERODROME BEING RECOVERED,OCTOBER 7, 1903◊

PL. 98. AERODROME IN WATER,OCTOBER 7, 1903◊

PL. 99. AERODROME IN WATER,OCTOBER 7, 1903◊

PL. 100. AERODROME IN WATER,OCTOBER 7, 1903◊

However, the funds which had been appropriated by the Board of Ordnance and Fortification had been exhausted nearly two years before, and all the expense since that time had been met from a special fund of the Smithsonian Institution. But, owing to the heavy drains which the work had made upon this fund, Mr. Langley felt unwilling to draw further upon it, and since there were no other funds available from which to meet the expenses which would be incurred by postponing the experiments until spring, it was decided that it was practically a case of “now or never,” and although the river was full of large blocks of floating ice several inches thick, which added enormously to the danger involved in the experiment, the writer decided to make the test immediately so that the long-hoped-for success, which seemed so certain, could be finally achieved.

After considerable delay, due to the great difficulty of properly assembling the huge wings in the strong and gusty wind, into which the boat could not be kept directly pointed, owing both to the strong tide which was running and to the fact that the wind itself was rapidly varying through as great a range as ninety degrees, and after many minor delays, due to causes too numerous to mention, the aerodrome was finally ready for test.

The wind was exceedingly gusty, varying in velocity from twelve to eighteen miles per hour and shifting its direction most abruptly and disconcertingly, so that the aerodrome was at one moment pointed directly into it and at the next moment side gusts striking under the port or starboard wings would wrench the frame severely, thus tending to twist the whole machine from its fastenings on the launching car. After starting up the engine and bringing it to full speed, the writer gave the signal for the machine to be released, and it started quietly, but at a rapidly accelerated pace, down the launching track. Exactly what happened, either just before or just as the aerodrome reached the end of the track, it has been impossible to determine, as all the workmen and visitors had gone to their stations on the various auxiliary boats, except the two workmen (Mr. Reed and Mr. McDonald) who had been retained on top of the boat to assist in the launching. It had grown so dark that the cameras of Mr. Smillie, the official photographer, were unable to get any impression when he used them, owing to the extreme rapidity of the shutters with which they were equipped. Fortunately, one photograph of the machine while still in the air was secured, which shows the result of what had occurred in the launching and before any further damage had been caused by its coming down into the water, but the all-important question as to just what caused the accident which did occur remains to a certain extent a mystery.[p272]

Mr. Reed, the foreman, who was qualified to observe accurately, not only through his having worked continuously for many years on the machines, but also from his having witnessed the numerous tests of the models, states that from his position near the rear end of the launching track he noticed that at a point about ten feet before the machine reached the end of the track the Pénaud tail seemed to have dropped at the rear end in some inexplicable way so that it was dragging against the cross-pieces of the track, and that at the next instant, when the car reached the end of the track, he saw the machine continue onward, but the rudder and whole rear portion of the frame and the wings seemed to be dragging on the launching car. Mr. McDonald, the head machinist, states that he had his attention so concentrated on the engine, which he noticed was working perfectly and driving the propellers at a higher rate of speed than he had ever before seen it do, that he did not see anything happen until he saw the machine shoot upward in the air, gradually attaining a vertical position with its bow upward, where it was sustained for a few moments by the upward thrust of the propellers. After a few moments, however, the strong wind, which was blowing from twelve to eighteen miles an hour directly ahead and acting against the wings which were now vertical, drove the machine backwards towards the house-boat, and he saw it come down into the water on its back, with the writer gradually righting himself in accordance with the turning of the machine until he was finally hidden from view by the machine coming down on top of him. The witnesses on the tug-boats seem not to have been able to perceive exactly what occurred. All unite in stating that something seemed to happen to the machine just a few feet before the launching car reached the end of the track, but what it was they could not say. Everyone who saw the accident and who was sufficiently familiar with the construction of the machine to be able intuitively to form an idea as to just what was taking place was so very close to the machine that when the accident happened everything seemed to merge into one vision, which was that of the whole rear of the wings and rudder being completely destroyed as the machine shot upward at a rapidly increasing angle until it reached the vertical position previously mentioned.

The writer can only say that from his position in the front end of the machine, where he was facing forward and where his main attention was directed towards insuring that the engine was performing at its best, he was unable to see anything that occurred at the rear of the machine, but that just before the machine was freed from the launching car he felt an extreme swaying motion immediately followed by a tremendous jerk which caused the machine to quiver all over, and almost instantly he found the machine dashing ahead with its bow rising at a very rapid rate, and that he, therefore, swung the wheel which controls the Pénaud tail to its extreme downward limit of motion. Finding that[p273]this had absolutely no effect, and that by this time the machine had passed its vertical position and was beginning to fall backwards, he swung himself around on his arms, from which he supported himself, so that in striking the water with the machine on top of him he would strike feet foremost. The next few moments were for him most intense, for he found himself under the water with the machine on top of him, and with his cork-lined canvas jacket so caught in the fittings of the framework that he could not dive downward, while the floor of the aviator’s car, which was pressing against his head, prevented him from coming upward. His one thought was that if he was to get out alive he would have to do so immediately, as the pressure of the water on his lungs was beginning to make itself seriously felt. Exerting all of the strength he could muster, he succeeded in ripping the jacket entirely in two and thus freeing himself from the fastenings which had accidentally held him, he dived under the machine and swam under the water for some distance until he thought he was out from under the machine. Upon rising to the surface his head came in contact with a block of ice, which necessitated another dive to get free of the ice. Upon coming to the surface of the water he noticed Mr. Hewitt, one of the workmen, just about to plunge in; before he could call out to indicate he was safe, Mr. Hewitt had heroically plunged in with the expectation of diving under the machine where he believed the writer to be entangled. Finding the house-boat was being rapidly shoved upon him, imperilling the life of both himself and Mr. Hewitt, besides the safety of the aerodrome, the writer gave orders that the tug-boat reverse and tow the house-boat away. Then, with the assistance of a row-boat, he reached the house-boat, where willing hands drew him on board and assisted him into dryer and warmer clothing.

Meanwhile, it had become quite dark, and when the writer went outside to see about the aerodrome he found that the men on the tug-boat, in their zeal to render assistance, had fastened a rope to the rear end of the machine, at the same time pulling it in the direction in which the front end was pointed, and through their ignorance had forced it down into the muddy bottom of the river and broken the main framework completely in two, thus rendering it absolutely impossible with the facilities at hand to remove it from the water to the interior of the boat. It was finally necessary to tie the wrecked machine to the stern of the house-boat and have the boat towed to its dock where the mast and boom were assembled and the wrecked machine hoisted from the water. This was finally accomplished about midnight, when the workmen, who had been working at a fever heat all day, were glad to close up the work for the day, which had proved so unfortunate.

PL. 101. ATTEMPTED LAUNCHING OF AERODROME,DECEMBER 8, 1903◊ENLARGEMENT OF PHOTOGRAPH BY THE WASHINGTON STAR

As has already been remarked, darkness had descended to such an extent that the light was not strong enough to give photographs with the very rapid shutters with which Mr. Smillie had his cameras equipped, and that, therefore,[p274]incontrovertible evidence, which the instantaneous photographs had given as to just what had occurred to the machine in the accident of October 7, was in this case unfortunately lacking. It was at first thought that no photographs had been obtained while the machine was actually in the air, but it was later found that by some rare fortune the photographer forThe Washington Starhad secured a photograph, which, while small, showed very distinctly some decidedly interesting facts. An enlargement of this photograph is shown in Plate101, by the kind permission ofThe Washington Star. Referring to this photograph, it will be seen that at the moment it was taken the machine was practically vertical in the air, and it confirms the testimony of the eye witnesses, and also the writer’s impression that the machine was maintained in a vertical position for several moments by the upward thrust of the propellers. It will also be seen that the Pénaud tail has been completely demolished and is hanging as a limp roll of cloth, which the strong wind has deflected backwards towards the house-boat, the port rear wing has broken its main ribs, both where they are attached to the main frame and also about midway the length of the wing, the outer end being partially folded towards the frame. The starboard rear wing has also broken both of its main ribs at the point where they are joined to the frame, and they have also broken at a point about one-third their length from the frame, the outer end being likewise folded towards the frame. By a still more careful inspection, it will also be seen that the port front wing is apparently uninjured, while the starboard front wing has broken the middle main rib at a point between the sixth and seventh cross-ribs, and while it cannot be distinctly seen at first that the front main rib has also broken at the same point very careful inspection will show that this is the case, as the sixth and seventh ribs, showing as faintly darker lines in the photograph, are seen to be displaced, so that they are together and actually crossing each other. It will furthermore be seen that both front wings have been pressed upward by the wind until their tips near the inner ends are in contact with the cross-frame. This could not have happened unless the front guy-post had given away either by bending or breaking. The fact that it has given way is further evidenced by a more careful examination of the extreme front end of the machine, where it will be seen that the bowsprit and the curved tubes which form the extreme end of the steel frame have been bent from a straight line with reference to the main frame. This bending of the bowsprit and the curved tubes could be produced only by the front guy-post coming in contact with some obstruction on the launching car as the machine left it. It is known very certainly that the rear end of the machine came in contact with the launching car, as the car itself shows a very deep gash in the wooden cross-piece at its center, which was produced by the port-bearing point at the rear striking it. As this bearing point was elevated five feet above the cross-piece of the launching car, and was also six feet six inches to[p275]the rear of the point where the wood is torn, this rear-bearing point must have travelled downward at an angle of approximately thirty-eight degrees in order for the bearing point to strike the car at this point. As the lower end of the rear guy-post was only eighteen inches above the cross-piece of the launching car, it, of course, would be broken before the bearing point could descend so much. As has been previously stated, Mr. Reed, who was at the rear of the launching track, states very positively that the rudder was dragging on the track at least ten feet before the launching car reached the front end of the track where the machine was actually launched. There are several ways in which the rudder could have gotten down on the track, but positive information is lacking. If it was dragging on the track, as Mr. Reed states (and from his extended experience and rather acute powers of observation I should place great credence in his report), the subsequent demolition of the guy-posts succeeded by the destruction of the rear wings and serious injury of the front ones is easily explained. If the dropping of the rudder on the track occurred from the breaking of the upper rudder post, over which the upper control wire passed, the lower vertical surface would first come in contact with the track, and the destruction of this part would certainly occasion subsequent destruction of the horizontal and upper vertical surfaces of the rudder, leaving the central rib of the rudder still attached to the frame, and upon the machine being released from the car a few moments later this destroyed rudder would easily catch in the launching car and pull the aerodrome down on it, and thus cause the destruction of the guy-posts, wings, and so forth. If the dropping of the rudder was caused primarily by its main rib breaking loose from its connection with the frame, the rudder would still be dragged along behind the machine by the wire cords through which it was operated, and the subsequent launching of the machine would still give the rudder every chance to catch in the launching car and drag the machine down on it.

It can therefore be said that, while positive information is lacking, there is very strong evidence that the accident in the launching was due to the rudder becoming entangled with the launching track owing to the breakage of some part of the mechanism by which it was connected to the main frame.

It is of importance to note that the photograph furnishes incontrovertible evidence that the main frame of the machine was in no way injured, except for the slight bending of the forward curved extension, and that, therefore, the accident was in no way due to the weakness of the frame. The main frame was not even injured by the machine coming down in the water on its back, and the later damage was entirely caused by the combination of the ignorance of the tug-boatmen and the darkness in which they were working, when they attempted to tow it to the rear of the house-boat so that it could be removed from the water.[p276]

On the day following the trial a very careful inspection was made in the hope of obtaining some more definite information as to just what caused the accident, but the serious injury to the machine caused by the tug-boatmen breaking it in the water had so greatly tangled things up that it was impossible to tell anything about it. The workmen were immediately put to work removing fittings from the broken wings, rudder, etc., and dismounting the engine, which was immediately reassembled on its testing frame and found to be absolutely uninjured. The transverse frame of the machine was comparatively uninjured, the damage done by the men on the tug-boat being the breaking of the machine in two at a point just back of the cross-frame, together with the consequent destruction of the bearing points, “trestle,” and certain fittings by which the main guy-wires were attached to the main tubes and pyramids.

The situation which now existed was most distressing and disheartening. Mr. Langley felt that he could not approve of further expenditures from any Smithsonian fund, and the Board of Ordnance and Fortification of the War Department having been severely criticised on the floors of Congress for its original allotment for the work, deemed it inexpedient to incur a possible curtailment of the funds annually placed at its disposal for general experimental work through a manifestation of continued interest in the flying machine.

As has already been stated, representatives from the Board of Ordnance and Fortification of the War Department were present at both tests of the large aerodrome; on October 7 Major Montgomery M. Macomb and Mr. G. H. Powell, and on December 7 General W. F. Randolph accompanied by Major Macomb and Mr. Powell, represented the War Department, and Dr. F. S. Nash, at that time Contract Surgeon, U. S. A., was officially present at both trials to render medical assistance should it be needed.

By permission of the War Department, the official report of the tests submitted by Major Macomb to the Board of Ordnance and Fortification is here made public:

Enc. 1st to 3d end’t, BOF 6191.REPORTExperiments with working models which were concluded August 8 last having proved the principles and calculations on which the design of the Langley aerodrome was based to be correct, the next step was to apply these principles to the construction of a machine of sufficient size and power to permit the carrying of a man, who could control the motive power and guide its flight, thus pointing the way to attaining the final goal of producing a machine capable of such extensive and precise aerial flight, under normal atmospheric conditions, as to prove of military or commercial utility.Mr. C. M. Manly, working under Prof. Langley, had, by the summer of 1903, succeeded in completing an engine-driven machine which under favorable[p277]atmospheric conditions was expected to carry a man for any time up to half an hour, and to be capable of having its flight directed and controlled by him.The supporting surface of the wings was ample, and experiment showed the engine capable of supplying more than the necessary motive power.Owing to the necessity of lightness, the weight of the various elements had to be kept at a minimum, and the factor of safety in construction was therefore exceedingly small, so that the machine as a whole was delicate and frail and incapable of sustaining any unusual strain. This defect was to be corrected in later models by utilizing data gathered in future experiments under varied conditions.One of the most remarkable results attained was the production of a gasoline engine furnishing over fifty continuous horse-power for a weight of one hundred and twenty pounds.The aerodrome, as completed and prepared for test, is briefly described by Prof. Langley as “built of steel, weighing complete about seven hundred and thirty pounds, supported by one thousand and forty feet of sustaining surface, having two propellers driven by a gas engine developing continuously over fifty brake horse-power.”The appearance of the machine prepared for flight was exceedingly light and graceful, giving an impression to all observers of being capable of successful flight.On October 7 last everything was in readiness, and I witnessed the attempted trial on that day at Widewater, Va., on the Potomac. The engine worked well and the machine was launched at about 12.15 p. m. The trial was unsuccessful because the front guy-post caught in its support on the launching car and was not released in time to give free flight, as was intended, but on the contrary, caused the front of the machine to be dragged downward, bending the guy-post and making the machine plunge into the water about 50 yards in front of the house-boat. The machine was subsequently recovered and brought back to the house-boat. The engine was uninjured and the frame only slightly damaged, but the four wings and rudder were practically destroyed by the first plunge and subsequent towing back to the house-boat. This accident necessitated the removal of the house-boat to Washington for the more convenient repair of damages.On December 8 last, between 4 and 5 p. m., another attempt at a trial was made, this time at the junction of the Anacostia with the Potomac, just below Washington Barracks.On this occasion General Randolph and myself represented the Board of Ordnance and Fortification. The launching car was released at 4.45 p. m., being pointed up the Anacostia towards the Navy Yard. My position was on the tug Bartholdi about 150 feet from and at right angles to the direction of proposed flight. The car was set in motion and the propellers revolved rapidly, the engine working perfectly, but there was something wrong with the launching. The rear guy-post seemed to drag, bringing the rudder down on the launching ways, and a crashing, rending sound, followed by the collapse of the rear wings, showed that the machine had been wrecked in the launching, just how, it was impossible for me to see. The fact remains that the rear wings and rudder were wrecked before the machine was free of the ways. Their collapse deprived the machine of its support in the rear, and it consequently reared up in front under the action of the motor, assumed a vertical position, and then toppled over to the rear, falling into the water a few feet in front of the boat.[p278]Mr. Manly was pulled out of the wreck uninjured and the wrecked machine was subsequently placed upon the house-boat, and the whole brought back to Washington.From what has been said it will be seen that these unfortunate accidents have prevented any test of the apparatus in free flight, and the claim that an engine-driven, man-carrying aerodrome has been constructed lacks the proof which actual flight alone can give.Having reached the present stage of advancement in its development, it would seem highly desirable, before laying down the investigation, to obtain conclusive proof of the possibility of free flight, not only because there are excellent reasons to hope for success, but because it marks the end of a definite step toward the attainment of the final goal.Just what further procedure is necessary to secure successful flight with the large aerodrome has not yet been decided upon. Professor Langley is understood to have this subject under advisement, and will doubtless inform the Board of his final conclusions as soon as practicable.In the meantime, to avoid any possible misunderstanding, it should be stated that even after a successful test of the present great aerodrome, designed to carry a man, we are still far from the ultimate goal, and it would seem as if years of constant work and study by experts, together with the expenditure of thousands of dollars, would still be necessary before we can hope to produce an apparatus of practical utility on these lines.M. M.MACOMB,WASHINGTON, January 6, 1904.Major Artillery Corps.

Enc. 1st to 3d end’t, BOF 6191.

REPORT

Experiments with working models which were concluded August 8 last having proved the principles and calculations on which the design of the Langley aerodrome was based to be correct, the next step was to apply these principles to the construction of a machine of sufficient size and power to permit the carrying of a man, who could control the motive power and guide its flight, thus pointing the way to attaining the final goal of producing a machine capable of such extensive and precise aerial flight, under normal atmospheric conditions, as to prove of military or commercial utility.

Mr. C. M. Manly, working under Prof. Langley, had, by the summer of 1903, succeeded in completing an engine-driven machine which under favorable[p277]atmospheric conditions was expected to carry a man for any time up to half an hour, and to be capable of having its flight directed and controlled by him.

The supporting surface of the wings was ample, and experiment showed the engine capable of supplying more than the necessary motive power.

Owing to the necessity of lightness, the weight of the various elements had to be kept at a minimum, and the factor of safety in construction was therefore exceedingly small, so that the machine as a whole was delicate and frail and incapable of sustaining any unusual strain. This defect was to be corrected in later models by utilizing data gathered in future experiments under varied conditions.

One of the most remarkable results attained was the production of a gasoline engine furnishing over fifty continuous horse-power for a weight of one hundred and twenty pounds.

The aerodrome, as completed and prepared for test, is briefly described by Prof. Langley as “built of steel, weighing complete about seven hundred and thirty pounds, supported by one thousand and forty feet of sustaining surface, having two propellers driven by a gas engine developing continuously over fifty brake horse-power.”

The appearance of the machine prepared for flight was exceedingly light and graceful, giving an impression to all observers of being capable of successful flight.

On October 7 last everything was in readiness, and I witnessed the attempted trial on that day at Widewater, Va., on the Potomac. The engine worked well and the machine was launched at about 12.15 p. m. The trial was unsuccessful because the front guy-post caught in its support on the launching car and was not released in time to give free flight, as was intended, but on the contrary, caused the front of the machine to be dragged downward, bending the guy-post and making the machine plunge into the water about 50 yards in front of the house-boat. The machine was subsequently recovered and brought back to the house-boat. The engine was uninjured and the frame only slightly damaged, but the four wings and rudder were practically destroyed by the first plunge and subsequent towing back to the house-boat. This accident necessitated the removal of the house-boat to Washington for the more convenient repair of damages.

On December 8 last, between 4 and 5 p. m., another attempt at a trial was made, this time at the junction of the Anacostia with the Potomac, just below Washington Barracks.

On this occasion General Randolph and myself represented the Board of Ordnance and Fortification. The launching car was released at 4.45 p. m., being pointed up the Anacostia towards the Navy Yard. My position was on the tug Bartholdi about 150 feet from and at right angles to the direction of proposed flight. The car was set in motion and the propellers revolved rapidly, the engine working perfectly, but there was something wrong with the launching. The rear guy-post seemed to drag, bringing the rudder down on the launching ways, and a crashing, rending sound, followed by the collapse of the rear wings, showed that the machine had been wrecked in the launching, just how, it was impossible for me to see. The fact remains that the rear wings and rudder were wrecked before the machine was free of the ways. Their collapse deprived the machine of its support in the rear, and it consequently reared up in front under the action of the motor, assumed a vertical position, and then toppled over to the rear, falling into the water a few feet in front of the boat.[p278]

Mr. Manly was pulled out of the wreck uninjured and the wrecked machine was subsequently placed upon the house-boat, and the whole brought back to Washington.

From what has been said it will be seen that these unfortunate accidents have prevented any test of the apparatus in free flight, and the claim that an engine-driven, man-carrying aerodrome has been constructed lacks the proof which actual flight alone can give.

Having reached the present stage of advancement in its development, it would seem highly desirable, before laying down the investigation, to obtain conclusive proof of the possibility of free flight, not only because there are excellent reasons to hope for success, but because it marks the end of a definite step toward the attainment of the final goal.

Just what further procedure is necessary to secure successful flight with the large aerodrome has not yet been decided upon. Professor Langley is understood to have this subject under advisement, and will doubtless inform the Board of his final conclusions as soon as practicable.

In the meantime, to avoid any possible misunderstanding, it should be stated that even after a successful test of the present great aerodrome, designed to carry a man, we are still far from the ultimate goal, and it would seem as if years of constant work and study by experts, together with the expenditure of thousands of dollars, would still be necessary before we can hope to produce an apparatus of practical utility on these lines.M. M.MACOMB,WASHINGTON, January 6, 1904.Major Artillery Corps.

M. M.MACOMB,WASHINGTON, January 6, 1904.Major Artillery Corps.

M. M.MACOMB,

WASHINGTON, January 6, 1904.Major Artillery Corps.

WASHINGTON, January 6, 1904.

Major Artillery Corps.

The attitude of the Board of Ordnance and Fortification, with reference to rendering further financial assistance to the work, is clearly shown by the following extract from the official report of the Board on October 6, 1904, to the Secretary of War:

THE LANGLEY AERODROMEEarly in the year 1898 a board composed of officers of the Army and Navy was appointed to examine the models and principles of the aerodrome devised by Dr. S. P. Langley, Secretary of the Smithsonian Institution, and to report whether or not, in its opinion, a large machine of this design could be built, and, if so, whether it would be of practical value.The report of this board was referred to the Board of Ordnance and Fortification for action, and Doctor Langley was invited to appear before the Board and further explain the proposed construction.In view of the great utility of such a device, if a practical success, the Board, on November 9, 1898, made an allotment of $25,000 for the construction, development, and test of an aerodrome to be made under the direction of Doctor Langley, with the understanding that an additional allotment of the same amount would be made later. On December 18, 1899, the additional allotment of $25,000 was made.The construction of the machine was delayed by Doctor Langley’s inability to procure a suitable motor, which he was finally obliged to design. The aerodrome was completed about July 15, 1903, and preparations for its test were made at a point in the Potomac River about 40 miles below Washington.[p279]Preliminary arrangements having been completed and tests made of a quarter-size model, the first attempt at actual flight with the man-carrying aerodrome was made on October 7, 1903.On this occasion there were present on behalf of the Board, Major M. M. Macomb, Artillery Corps, and Mr. G. H. Powell, clerk of the Board.Major Macomb in his report to the Board stated that—“The trial was unsuccessful because the front guy-post caught in its support on the launching car and was not released in time to give free flight, as was intended, but on the contrary, caused the front of the machine to be dragged downward, bending the guy-post and making the machine plunge into the water about 50 yards in front of the house-boat.”This accident necessitated the removal of the house-boat to Washington for the more convenient repair of damages. The repairs having been completed, on December 8, 1903, another attempt at a trial was made, this time at the junction of the Anacostia and the Potomac Rivers. General W. F. Randolph and Major Macomb, members of the Board, and Mr. Powell, were present. Major Macomb reported as follows:“The launching car was released at 4.45 p. m. . . . The car was set in motion and the propellers revolved rapidly, the engine working perfectly, but there was something wrong with the launching. The rear guy-post seemed to drag, bringing the rudder down on the launching ways, and a crashing, rending sound, followed by the collapse of the rear wings, showed that the machine had been wrecked in the launching, just how, it was impossible for me to see.”March 3, 1904, the Board stated that it was not “prepared to make an additional allotment at this time for continuing the work,” whereupon Doctor Langley requested that arrangements be made for a distribution of the aerodrome material procured jointly from funds allotted by the Board and by the Smithsonian Institution. Doctor Langley was informed that all of the material would be left in his possession and available for any future work that he might be able to carry on in connection with the problem of mechanical flight.

THE LANGLEY AERODROME

Early in the year 1898 a board composed of officers of the Army and Navy was appointed to examine the models and principles of the aerodrome devised by Dr. S. P. Langley, Secretary of the Smithsonian Institution, and to report whether or not, in its opinion, a large machine of this design could be built, and, if so, whether it would be of practical value.

The report of this board was referred to the Board of Ordnance and Fortification for action, and Doctor Langley was invited to appear before the Board and further explain the proposed construction.

In view of the great utility of such a device, if a practical success, the Board, on November 9, 1898, made an allotment of $25,000 for the construction, development, and test of an aerodrome to be made under the direction of Doctor Langley, with the understanding that an additional allotment of the same amount would be made later. On December 18, 1899, the additional allotment of $25,000 was made.

The construction of the machine was delayed by Doctor Langley’s inability to procure a suitable motor, which he was finally obliged to design. The aerodrome was completed about July 15, 1903, and preparations for its test were made at a point in the Potomac River about 40 miles below Washington.[p279]

Preliminary arrangements having been completed and tests made of a quarter-size model, the first attempt at actual flight with the man-carrying aerodrome was made on October 7, 1903.

On this occasion there were present on behalf of the Board, Major M. M. Macomb, Artillery Corps, and Mr. G. H. Powell, clerk of the Board.

Major Macomb in his report to the Board stated that—

“The trial was unsuccessful because the front guy-post caught in its support on the launching car and was not released in time to give free flight, as was intended, but on the contrary, caused the front of the machine to be dragged downward, bending the guy-post and making the machine plunge into the water about 50 yards in front of the house-boat.”

This accident necessitated the removal of the house-boat to Washington for the more convenient repair of damages. The repairs having been completed, on December 8, 1903, another attempt at a trial was made, this time at the junction of the Anacostia and the Potomac Rivers. General W. F. Randolph and Major Macomb, members of the Board, and Mr. Powell, were present. Major Macomb reported as follows:

“The launching car was released at 4.45 p. m. . . . The car was set in motion and the propellers revolved rapidly, the engine working perfectly, but there was something wrong with the launching. The rear guy-post seemed to drag, bringing the rudder down on the launching ways, and a crashing, rending sound, followed by the collapse of the rear wings, showed that the machine had been wrecked in the launching, just how, it was impossible for me to see.”

March 3, 1904, the Board stated that it was not “prepared to make an additional allotment at this time for continuing the work,” whereupon Doctor Langley requested that arrangements be made for a distribution of the aerodrome material procured jointly from funds allotted by the Board and by the Smithsonian Institution. Doctor Langley was informed that all of the material would be left in his possession and available for any future work that he might be able to carry on in connection with the problem of mechanical flight.

That this refusal of the Board of Ordnance and Fortification to render further assistance to the work was due to the fear that such action would result in a curtailment of their appropriation by Congress is clearly shown by the following extract from the official report of the Board on November 14, 1908, to the Secretary of War:

AERIAL NAVIGATIONFor a number of years the Board has been interested in the subject of aerial navigation, and as long ago as 1898 made allotments to carry on experiments with a machine of the heavier-than-air type, under the direction of the late Dr. S. P. Langley, Secretary of the Smithsonian Institution, who had made exhaustive experiments in aerodynamics,48and who had demonstrated the practicability of mechanical flight by the successful operation of engine-driven models.The many problems and mechanical difficulties met with in the development of the full-size machine have been set forth in the various published statements49[p280]of Doctor Langley, and the unsuccessful outcome of the experiments is too well known to require reiteration. It may be said, however, that at the time of the trials the Board was of the opinion that the failure of the aerodrome to successfully operate was in no manner due to the machine itself, but solely to accidents in the launching apparatus, which caused the wreck of the aerodrome before it was in free flight.Doctor Langley considered it desirable to continue the experiments, but the Board deemed it advisable, largely in view of the adverse opinions expressed in Congress and elsewhere, to suspend operations in this direction.

AERIAL NAVIGATION

For a number of years the Board has been interested in the subject of aerial navigation, and as long ago as 1898 made allotments to carry on experiments with a machine of the heavier-than-air type, under the direction of the late Dr. S. P. Langley, Secretary of the Smithsonian Institution, who had made exhaustive experiments in aerodynamics,48and who had demonstrated the practicability of mechanical flight by the successful operation of engine-driven models.

The many problems and mechanical difficulties met with in the development of the full-size machine have been set forth in the various published statements49[p280]of Doctor Langley, and the unsuccessful outcome of the experiments is too well known to require reiteration. It may be said, however, that at the time of the trials the Board was of the opinion that the failure of the aerodrome to successfully operate was in no manner due to the machine itself, but solely to accidents in the launching apparatus, which caused the wreck of the aerodrome before it was in free flight.

Doctor Langley considered it desirable to continue the experiments, but the Board deemed it advisable, largely in view of the adverse opinions expressed in Congress and elsewhere, to suspend operations in this direction.

These adverse opinions expressed in Congress were wholly due to the bitter criticism by the newspapers, whose hostility was engendered by Mr. Langley’s refusal to admit their representatives to the shops and house-boat where the work was in progress. Mr. Langley had at all times tried to make his position in the matter clear to the newspapers, but, on August 19, 1903, at the time of one of his visits to the experimental station near Widewater, Va., he found the newspaper representatives so persistent in their misrepresentations of his reasons for excluding them that he gave out the following statement, which was published at that time:

SMITHSONIANINSTITUTION,WASHINGTON, D. C.,August 19, 1903.TOTHEPRESS: The present experiments being made in mechanical flight have been carried on partly with funds provided by the Board of Ordnance and Fortification and partly from private sources, and from a special endowment of the Smithsonian Institution. The experiments are carried on with the approval of the Board of Regents of the Smithsonian Institution.The public’s interest in them may lead to an unfounded expectation as to their immediate results, without an explanation which is here briefly given.These trials, with some already conducted with steam-driven flying machines, are believed to be the first in the history of invention where bodies, far heavier than the air itself, have been sustained in the air for more than a few seconds by purely mechanical means.In my previous trials, success has only been reached after initial failures, which alone have taught the way to it, and I know no reason why the prospective trials should be an exception.It is possible, rather than probable, that it may be otherwise now, but judging them from the light of past experience, it is to be regretted that the enforced publicity which has been given to these initial experiments, which are essentially experiments and nothing else, may lead to quite unfounded expectations.It is the practice of all scientific men, indeed of all prudent men, not to make public the results of their work till these are certain. This consideration, and not any desire to withhold from the public matters in which the public is interested, has dictated the policy thus far pursued here. The fullest publicity, consistent with the national interest (since these recent experiments have for their object the development of a machine for war purposes), will be given to this work when it reaches a stage which warrants publication.(Signed.) S. P.LANGLEY.

SMITHSONIANINSTITUTION,WASHINGTON, D. C.,

August 19, 1903.

TOTHEPRESS: The present experiments being made in mechanical flight have been carried on partly with funds provided by the Board of Ordnance and Fortification and partly from private sources, and from a special endowment of the Smithsonian Institution. The experiments are carried on with the approval of the Board of Regents of the Smithsonian Institution.

The public’s interest in them may lead to an unfounded expectation as to their immediate results, without an explanation which is here briefly given.

These trials, with some already conducted with steam-driven flying machines, are believed to be the first in the history of invention where bodies, far heavier than the air itself, have been sustained in the air for more than a few seconds by purely mechanical means.

In my previous trials, success has only been reached after initial failures, which alone have taught the way to it, and I know no reason why the prospective trials should be an exception.

It is possible, rather than probable, that it may be otherwise now, but judging them from the light of past experience, it is to be regretted that the enforced publicity which has been given to these initial experiments, which are essentially experiments and nothing else, may lead to quite unfounded expectations.

It is the practice of all scientific men, indeed of all prudent men, not to make public the results of their work till these are certain. This consideration, and not any desire to withhold from the public matters in which the public is interested, has dictated the policy thus far pursued here. The fullest publicity, consistent with the national interest (since these recent experiments have for their object the development of a machine for war purposes), will be given to this work when it reaches a stage which warrants publication.

(Signed.) S. P.LANGLEY.

[p281]

Although it was impossible to immediately find funds for actively continuing the work, the writer finally, after some delay, persuaded Mr. Langley to allot a small sum from a limited fund which personal friends had some time previously placed at his disposal for use in any experiments he might wish to make. This small sum was used to meet the expense of the workmen who were kept employed long enough to completely repair the main frame so that, should further experiments be possible at a later time, there would be no danger of important parts and fittings having been lost in the meantime, and even if no further experiments were made the frame would be in such condition that others could profit from an examination of it, the frame itself embodying the solution of many important problems which had cost much time and money.

In the spring of 1904, after the repairs to the main frame were well under way, the writer on his own initiative undertook to see what could be done towards securing for Mr. Langley’s disposal the small financial assistance necessary to continue the work; but he found that while a number of men of means were willing to assist in the development of the aerodrome, provided arrangements were made for later commercialization, yet none were ready to render the assistance from a desire to assist in the prosecution of scientific work. Many years prior to this Mr. Langley had had some very tempting propositions made to him by certain business men with a view to carrying on the work in a way that would lead to later commercial development. He had never patented anything previously in his life, and although many friends had urged that it was only proper that he should patent whatever of value had been developed in connection with the aerodromes, he steadfastly refused to do so. He had given his time and his best labors to the world without hope of remuneration, and he could not bring himself at his stage of life to consent to capitalize his scientific work. Success seemed only a step away, and his age was such that any delay in achieving success increased the probability of his not living to see it, but he maintained positively and resolutely that, if neither the War Department nor others felt sufficient interest in the work to provide the small amount of funds necessary to continue the experiments, and they therefore could be continued only by his giving in and permitting his work to be capitalized, he would have to deny himself the hope of living to see the machine achieve success.

The result is well known to all.

The completely repaired frame of the large machine is now stored in one of the workshops at the Smithsonian Institution. The large engine, the steam-driven models Nos. 5 and 6, and the quarter-size model, driven by the three[p282]horse-power gasoline engine, are on exhibition at the U. S. National Museum. The launching-car and a small amount of materials have also been stored away. The large house-boat, the construction and maintenance of which proved such a serious drain on the finances, and the preservation of which would have entailed the continuance of heavy fixed charges, has been turned over to the War Department and sold, as has also the power-launch and other paraphernalia which it seemed useless to preserve.

The writer is firmly convinced that the aerodrome is not only correct in principle but that it possesses no inherent faults or weaknesses, and that the success which the work deserves has been frustrated by two most unfortunate accidents in the launching of the machine. Other plans of launching, several of which were studied out during the early stages of the work on the large machine, would have avoided the accident which did occur, but, of course, might have produced others possibly even more disastrous, but which could be determined only by actual trial. But even recognizing certain fundamental weaknesses of the launching mechanism as used, he believes that there is no inherent reason why the machine should not have been successfully launched, and that the accidents which proved so disastrous in the two experiments were not such as should cause a lack of confidence in the final success of the aerodrome.

It might be of interest to add that the writer is now preparing to resume the work at the earliest opportunity, and that the machine will be used in practically the form in which it existed at the two previous experiments, though a slight change will be made permitting experiments over the land rather than the water. The only thing that prevents an immediate resumption is the pressure of private business matters.

Before closing this record the writer wishes to acknowledge the very valuable assistance in the work rendered by Mr. Richard Rathbun, Assistant Secretary of the Smithsonian Institution, through his moral support and interest in it at all times, and especially during the trying days of the summer of 1903; by Captain I. N. Lewis, who, while Recorder of the Board of Ordnance and Fortification from 1898 to 1902, manifested keen interest in the work and gave it his moral support before the Board; by Professor John M. Manly, who devoted the whole of the summer of 1903 to it; and by Professor W. G. Manly, who devoted a large part of the summer of 1903 to assistance in the preparation for the actual field-trials of the aerodrome.

Mention must also be made of the very loyal and valuable services rendered by Mr. R. L. Reed, the very efficient foreman of the work during the last ten years of its progress, to whom much credit is due for his perseverance and skill in overcoming many of the difficulties which presented themselves, as well as to Mr. G. D. McDonald, Mr. C. H. Darcey, Mr. F. Hewitt, Mr. R. S. Newham[p283]and the other employees who labored faithfully for the several years they were engaged on it.

Since completing the preparation of this Memoir, the writer’s attention has been called to some very interesting tests made at Issy by M. Louis Blériot with a machine of the Langley type. These tests confirm in such a practical manner the conviction that the large aerodrome would have flown successfully had it not been wrecked in launching that it has seemed well to here quote an interesting description of them published in the “Bollettino della Società Aeronautica Italiana, August, 1907,” under the title “Il nuovo aeroplano Blériot,” a translation of which is as follows:

THE NEW BLÉRIOT AEROPLANEThe Blériot IV in the form of a bird, of which we spoke at length in No. 4 of the Bulletin of this year, does not appear to give good results, perhaps on account of its lack of stability, and Blériot instead of trying some modifications which might remedy such a grave fault, laid it aside and at once began the construction of a new type, No. V, adopting purely and simply the arrangement of the American, Langley, which offers a good stability (see Bulletin 11–12, November to December, 1905, pages 187 and 188).The experiments, which were commenced a month ago, were first completely negative, because the 24 HP. motor would not turn the propeller, which was 1.80 m. in diameter and 1.40 m. pitch.By advice of Captain Ferber, Blériot reduced the pitch of his propeller to 0.90 m., so that the motor could give all its force.This modification was an important one for his aeroplane. From that moment every trial marked an advance. On July 12, he made a flight of 30 m., and the aviator was able to show that the lateral stability was perfect. On July 15, the trial was made against a wind of 6 miles an hour, but gave good results. He made a flight of 80 m., showing, however, that the hind part of the aeroplane was too heavy. In this flight he arose as high as a second story, and on landing the wheels and one propeller were somewhat damaged.On July 24, repairs having been completed, a new trial was made. This time, in order to remedy the defect in the balance, Blériot had moved his seat forward about 80 cm. The correction was too great, for on that day the aeroplane, although the hind part arose, was not able to leave the ground. On July 27, after having mounted the seat on wheels as skiffs, Blériot resumed the trials and made a flight of 120 m., at first moving his seat back and then, after getting started, bringing it forward. Blériot had not provided this aeroplane with an elevating rudder, but, following the example of Lilienthal, changed the center of gravity of the apparatus by moving his own person, and after having established the proper angle remained immovable on his seat. In order to arise or descend, the aviator made use of the spark lever, thus varying the number of turns of the propeller.During a second trial on the same day, having accidently reached the limit of the aviation field, Blériot, without allowing himself to be surprised and obliged to descend, decided to attempt a turn by maneuvering the steering rudder[p284]and to return again to the center of the field. With marvelous precision, the aeroplane began to describe a circle of about 200 m. radius, inclining as if on a banked track. Having finished the flight, he quickly regained his balance still in the direction of the wind, but on account of a slight movement of the aviator, the aeroplane fell to such an extent that he was obliged to land. He landed gently and without shock, rolling on his wheels.On August 1, he made another flight of 100 m. in612seconds; and on the 6th, one of 265 m. with one interruption. While the attention of the pilot was distracted for a moment, the aeroplane, which was flying at a height of 2 or 3 m. above the ground, touched the soil with its sustaining wheels at the end of 122 m. and then immediately arising, covered the remaining 143 m. at a height of 12 m. Blériot, moving forward too quickly, caused the aeroplane to descend swiftly to the ground, and the shock broke the axle and the blades of the propeller were bent. In order to confirm this account, we reproduce what was said in the “Auto” of August 7, 1907.“M. Blériot, continuing the trials of his aeroplane yesterday, surpassed the superb results which he had already obtained. The trial took place at 2 o’clock in the afternoon on the aviation field of Issy. After a sustained flight of about 122 m. at a height of 2 m., the aeroplane touched the ground, without stopping, however, and set out again almost immediately at a height of 12 m. and traversed about 143 m. M. Blériot, who for the time had no other means of balancing but by moving his body, then moved a little forward to stop the ascent. The aeroplane plunged forward, and in the fall the propeller was damaged and the axle broken.“M. Blériot, whose courage as a sportsman equals his learning as an engineer, was fortunately uninjured. An inspection of the apparatus showed that one blade of the propeller was bent, which was sufficient to prevent the maneuver made by the aviator having its desired effect and contributed to the fall. The engine will be repaired without difficulty and the trials will be resumed Friday.”On August 10, he made a flight of 80 m., but the motor was not in perfect order, so Blériot did not make other trials. He decided, however, to substitute definitely a 50 HP. motor for the 24 HP. motor with which he made all the experiments above reported, which were of a character to encourage the most sanguine expectations.Ferber advised Blériot to adopt an elevating rudder also, because the effect produced by changing the position of the center of gravity, although efficacious is very difficult and delicate to control.The conclusion of an article by Ferber in “Nature” of August 10, is worthy of note. He says: “Let us remark, in conclusion, how fruitful is the method of personal trial which we have always advised in preference to any calculation. This year, with his fourth apparatus, Blériot has not met with any damage to his aeroplane. He made the trials himself and they quickly led to results, because each trial gave him an exact idea of what was to be corrected. That is the condition of success.”

THE NEW BLÉRIOT AEROPLANE

The Blériot IV in the form of a bird, of which we spoke at length in No. 4 of the Bulletin of this year, does not appear to give good results, perhaps on account of its lack of stability, and Blériot instead of trying some modifications which might remedy such a grave fault, laid it aside and at once began the construction of a new type, No. V, adopting purely and simply the arrangement of the American, Langley, which offers a good stability (see Bulletin 11–12, November to December, 1905, pages 187 and 188).

The experiments, which were commenced a month ago, were first completely negative, because the 24 HP. motor would not turn the propeller, which was 1.80 m. in diameter and 1.40 m. pitch.

By advice of Captain Ferber, Blériot reduced the pitch of his propeller to 0.90 m., so that the motor could give all its force.

This modification was an important one for his aeroplane. From that moment every trial marked an advance. On July 12, he made a flight of 30 m., and the aviator was able to show that the lateral stability was perfect. On July 15, the trial was made against a wind of 6 miles an hour, but gave good results. He made a flight of 80 m., showing, however, that the hind part of the aeroplane was too heavy. In this flight he arose as high as a second story, and on landing the wheels and one propeller were somewhat damaged.

On July 24, repairs having been completed, a new trial was made. This time, in order to remedy the defect in the balance, Blériot had moved his seat forward about 80 cm. The correction was too great, for on that day the aeroplane, although the hind part arose, was not able to leave the ground. On July 27, after having mounted the seat on wheels as skiffs, Blériot resumed the trials and made a flight of 120 m., at first moving his seat back and then, after getting started, bringing it forward. Blériot had not provided this aeroplane with an elevating rudder, but, following the example of Lilienthal, changed the center of gravity of the apparatus by moving his own person, and after having established the proper angle remained immovable on his seat. In order to arise or descend, the aviator made use of the spark lever, thus varying the number of turns of the propeller.

During a second trial on the same day, having accidently reached the limit of the aviation field, Blériot, without allowing himself to be surprised and obliged to descend, decided to attempt a turn by maneuvering the steering rudder[p284]and to return again to the center of the field. With marvelous precision, the aeroplane began to describe a circle of about 200 m. radius, inclining as if on a banked track. Having finished the flight, he quickly regained his balance still in the direction of the wind, but on account of a slight movement of the aviator, the aeroplane fell to such an extent that he was obliged to land. He landed gently and without shock, rolling on his wheels.

On August 1, he made another flight of 100 m. in612seconds; and on the 6th, one of 265 m. with one interruption. While the attention of the pilot was distracted for a moment, the aeroplane, which was flying at a height of 2 or 3 m. above the ground, touched the soil with its sustaining wheels at the end of 122 m. and then immediately arising, covered the remaining 143 m. at a height of 12 m. Blériot, moving forward too quickly, caused the aeroplane to descend swiftly to the ground, and the shock broke the axle and the blades of the propeller were bent. In order to confirm this account, we reproduce what was said in the “Auto” of August 7, 1907.

“M. Blériot, continuing the trials of his aeroplane yesterday, surpassed the superb results which he had already obtained. The trial took place at 2 o’clock in the afternoon on the aviation field of Issy. After a sustained flight of about 122 m. at a height of 2 m., the aeroplane touched the ground, without stopping, however, and set out again almost immediately at a height of 12 m. and traversed about 143 m. M. Blériot, who for the time had no other means of balancing but by moving his body, then moved a little forward to stop the ascent. The aeroplane plunged forward, and in the fall the propeller was damaged and the axle broken.

“M. Blériot, whose courage as a sportsman equals his learning as an engineer, was fortunately uninjured. An inspection of the apparatus showed that one blade of the propeller was bent, which was sufficient to prevent the maneuver made by the aviator having its desired effect and contributed to the fall. The engine will be repaired without difficulty and the trials will be resumed Friday.”

On August 10, he made a flight of 80 m., but the motor was not in perfect order, so Blériot did not make other trials. He decided, however, to substitute definitely a 50 HP. motor for the 24 HP. motor with which he made all the experiments above reported, which were of a character to encourage the most sanguine expectations.

Ferber advised Blériot to adopt an elevating rudder also, because the effect produced by changing the position of the center of gravity, although efficacious is very difficult and delicate to control.

The conclusion of an article by Ferber in “Nature” of August 10, is worthy of note. He says: “Let us remark, in conclusion, how fruitful is the method of personal trial which we have always advised in preference to any calculation. This year, with his fourth apparatus, Blériot has not met with any damage to his aeroplane. He made the trials himself and they quickly led to results, because each trial gave him an exact idea of what was to be corrected. That is the condition of success.”

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