title: Cessna 150

text: The configurations available were the "Standard", the most basic level with the fewest features; the upgraded "Trainer", with dual flight controls, a more complete set of flight instruments for instrument flight rules operation, a radio, a landing light, and a few other features; and the top-of-the-line "Inter-City Commuter" (often called simply the "Commuter"), which added an engine vacuum pump, vacuum-driven heading and attitude indicators, and a revolving anti-collision beacon mounted on the vertical fin, along with all of the Trainer's features except for the dual flight controls. The cost was US$6,995 for the Standard, $7,940 for the Trainer, and $8,545 for the Commuter.


title: Cessna 150

text: For the 1960 model, the generator in the Commuter was upgraded to 35 amperes. All 150s for 1959 had included a 20-ampere generator, and this was retained in the Standard and Trainer for 1960; the 35-ampere generator was offered as an option for these configurations. Also for 1960, "Patroller" options were introduced for patrol-type work. These could be added, either together or selectively, to any 150 configuration, and included a "Patroller" wing with long-range fuel tanks that held a total of , instead of the standard in the normal wing; "Patroller" doors, with extra acrylic glass windows in the lower half for better visibility; and a message drop tube, for dropping messages and other small items through the cabin floor to the ground.


title: Cessna 150

text: The 1961 model incorporated enough changes to justify a suffix letter and thus was designated the "150A". The most obvious change was in the rear side windows, which were 15% larger for slightly better rear visibility. The landing gear was also redesigned, shifting the main wheels aft by , but not changing the gear leg mountings. This shift of the main wheels made the aircraft less likely to tip back onto its tail during loading, and it also made the nose wheel bear more weight, which increased its steering effectiveness.


title: Cessna 150

text: Other new features in the 150A were an instrument panel with a completely redesigned layout; flush inside door handles and nearly flush window latches, which made the 150's narrow cabin a bit less cramped; and an option for individually adjustable seats. 344 of the 150A were constructed.


title: Cessna 150

text: The 150B was the 1962 model. It replaced the former standard propeller, the Sensenich M69CK-52, with the McCauley 1A100/MCM6950. The new propeller had the same diameter of , but its blade pitch was reduced, which increased the maximum cruise speed by about and slightly improved the climb rate and service ceiling. The original metal wingtips were replaced by more smoothly contoured fiberglass ones with a different shape, increasing the wingspan by about . The optional two-passenger child seat for the baggage compartment, available from the very first 150, was completely redesigned for the 150B. A new option was a simple autopilot, specifically for the Commuter version, called "Nav-O-Matic", a single-axis heading-hold type. Also newly offered for the 150B were optional "courtesy lights" in the underside of the wings to light the area around the doors when on the ground. The "Patroller" message drop tube option, on the other hand, was eliminated. 331 "B" models were built. The Commuter version cost US$8,995.


title: Cessna 150

text: The 1963 model, the 150C, added a quick drain to the fuel strainer, and it offered an option for larger 6.00×6 inch (150×150 mm) main wheels and tires to replace the standard 5.00×5 inch (125×125 mm) size. Also, the optional landing gear "speed fairings" were changed to a sharp-nosed design compatible with those used for other single-engine Cessna models. 472 of the 150C were completed.


title: Cessna 150

text: The 150D model for 1964 brought the first major change to the 150's look—the introduction of a wraparound rear window under the marketing name Omni-Vision, following the pattern already set by other Cessna models. The new rear window improved rearward visibility, and many people found the new cabin more "airy" and pleasant, due to the increased light. The baggage compartment was also enlarged, and the weight allowance for baggage was increased from to . The gross weight of the aircraft was correspondingly increased to , where it would stay for all later 150 models.


title: Cessna 150

text: Because of the higher gross weight with the same engine power, Cessna's claimed performance figures for the 150D and later models are worse than for earlier models: maximum and cruise speeds are reduced, range is shortened, takeoff and landing distances are lengthened, and climb rate and service ceiling are lower. Such changes are only to be expected, because performance is weight-dependent and is normally specified at maximum gross weight. Cruise performance may also have been lessened because the new rear window made the 150D's rear fuselage less well streamlined than the former "fastback" fuselage.


title: Cessna 150

text: The 150D retained the straight tailfin and rudder of previous years. However, to lighten control loads, aerodynamic balance horns were added to the rudder and the elevator. These horns also contained weights (mass balances) to eliminate any possible control flutter that might be induced by the changed aerodynamics of the rear fuselage.


title: Cessna 150

text: The 150D moved the heavy electrical battery from the previous rear location, behind the baggage compartment, to the front, just ahead of the engine firewall. It had a broader range for its center of gravity than earlier models, which allowed more flexibility in loading. The 150D also had more permissive airspeed limits for its never-exceed speed, its maneuvering speed, and particularly its maximum flaps-extended speed, which was raised from to .


title: Cessna 150

text: Partway through the 150D's production, an option was added for a heavy-duty nose landing gear with a larger 6.00×6 inch (150×150 mm) nosewheel; this had a tire whose tread was wider than standard but was only slightly larger in diameter. The folding torque links on this heavy-duty nose gear were also reversed, being mounted in front of the nosewheel strut instead of behind it. 804 150Ds were built.


title: Cessna 150

text: The 1965 Cessna 150E saw only minor changes, like the addition of an optional rear-view mirror. The "E" model saw production increase to 1637 aircraft.


title: Cessna 150

text: The 1966 model, the 150F, was greatly changed from previous versions, most obviously in its appearance: the vertical tail was swept back 35 degrees, with a short dorsal strake at its base, matching the styling of the Cessna 172 and other models. The cabin doors were widened, with 23% more area, and while the old doors were tapered at the bottom, the new doors were square, making it easier to get in and out of the cabin. The new doors also had larger windows and better latches. The baggage compartment was extended aft to the bottom of the rear window, giving 50% more room, although its load limit remained at . The cabin floor was now flat, with no hump for routing control cables. The old manual flaps were replaced by electrically driven flaps activated by a switch on the instrument panel; other former floor controls (the elevator trim wheel and fuel shutoff valve) were now on a small vertical console beneath the panel. The electric flaps now had a flap position indicator above the left door. The 6.00×6 inch (150×150 mm) main wheels with large low-pressure tires were now standard rather than optional, and they had new brakes. The stall warning alert, previously an electric beeper, was now a pneumatic reed horn that would work even if electrical power failed. The pointed propeller spinner and rear-view mirror options became standard for the Commuter and Trainer. Other newly standard features for the Commuter were dual controls (previously restricted to the Trainer), wheel speed fairings, and an electric heater for the pitot tube and stall warning sensor. The old optional Patroller-type door (with an extra window in the lower half) was dropped along with the name "Patroller", though long-range fuel tanks were still offered. The courtesy light option was also discontinued.


title: Cessna 150

text: Cessna greatly expanded 150 production for the 150F; a total of 3087 of this model were produced. The 1966 model year would be the single most-produced model year in 150 production history. (More 150Ls and 150Ms would be produced later, but those were spread out over several model years.) The 1966 model year was also the first production of French Reims-built F150s, with 67 built as the F150F.


title: Cessna 150

text: The 1967 model, the 150G, looked quite similar to the 150F but had many internal changes. The doors were bowed outward to make the cabin about wider, and the floor was lowered to add head room. Rubber sound isolators were added to the engine cowling to reduce vibration and noise in the cabin. The cabin heating system now allowed heated air to be mixed with fresh air and had a new windshield defroster outlet. The instrument panel's layout was changed, and the control yokes now had open tops. The stroke of the nosewheel's oleo strut was shortened from to . Both of the old electrical generators, 20-ampere and 35-ampere, were replaced by a new 60-ampere alternator. The anti-collision beacon (standard on the Commuter, optional elsewhere) was changed from the old motorized revolving type to a new flashing type. Separately adjustable bucket seats were now standard for the Commuter and could be either fabric- or vinyl-covered. The Commuter got standard wall-to-wall carpet. Tinted windows were a new option.


title: Cessna 150

text: The 150G was also the first Cessna 150 variant certified for floats. For floatplane operation it used a larger diameter propeller and had a gross weight of . A total of 2114 150G models were built by Cessna; another 152 were built by Reims in France as the F150G.


title: Cessna 150

text: The 1968 model, the 150H, differed externally from the 150G only in adding streamlined speed fairings at the ends of the wing struts. The electric flap switch was now a three-way switch: when pushed upward to raise flaps, it would stay in that position, making this operation "hands-off", but lowering the flaps still required holding the switch downward. The flap position indicator was now vertical, on the left front doorpost, and the center console was narrowed to improve legroom. A new wing leveler option could automatically control the ailerons and rudder to keep the aircraft on course. 2007 150Hs were built in Wichita, with 170 built by Reims as the F150H.


title: Cessna 150

text: There was no model "150I" as Cessna didn't want the capital letter I to be confused with a numeral 1. (Despite this, for 1968 there had been a 172I model of the Cessna 172.)


title: Cessna 150

text: The 1969 model was the 150J, which externally looked identical to the 150H. The 150J's biggest change was its instrument panel layout, which finally adopted the "basic-T" arrangement that would be used for all later 150 models. The 150J also had rocker-style electrical switches instead of the former pull-type ones, and a new key-operated combined magneto/starter-switch replaced the old "pull-style" starter. The new starter was more "car-like" but not as reliable as the old one and also more expensive to repair. New options were a map light under the control wheel and a ground power plug, and extra steps and handles were added to the floatplane version to make fueling easier. 1714 "J" models were built, plus 140 built by Reims as the F150J.


title: Cessna 150

text: For the 1970 model, the 150K, Cessna added a split master switch that could turn off the alternator separately, a ground-adjustable rudder trim tab, a new molded cabin headliner, and new seats with greater legroom. New options included tinted dual overhead skylights for upward visibility, extra steps and handles to aid in fueling, whitewall tires, and "conically cambered" wingtips that curved downward toward the trailing edge. On the 150K Commuter, the cambered wingtips were standard.


title: Cessna 150

text: The biggest change in the 150K, however, was the addition of a new version certified for aerobatics, the A150K Aerobat. The Aerobat retained the normal 150's Continental O-200 engine, but structurally it was stronger than the normal 150K, being rated for load factors of +6.0/−3.0 "g" (vs. +4.4/–1.76 "g" for the normal 150K) and having higher limits for its maneuvering and never-exceed speeds. Other Aerobat standard features included the dual skylights already mentioned, shoulder harnesses for both occupants, removable seat backs and cushions to make room for a back-pack or seat-pack parachute, jettisonable doors, and a special checkerboard paint scheme; there was also an optional accelerometer for the instrument panel. The Aerobat was approved for a variety of maneuvers that were not permitted for normal 150s, but it still had the normal 150's gravity-fed fuel system, so sustained inverted flight was not possible. A 1970 A150K Aerobat cost $12,000 as opposed to the $11,450 price for a 150K Commuter model.


title: Cessna 150

text: A total of 832 "K" models were built, including A150Ks. Reims built 129 as the F150K and 81 as the FA150K.


title: Cessna 150

text: New in 1971 were tubular landing gear legs with a 16% greater width (6 feet 6 inches (1.98 m) to 7 feet 7 inches (2.31 m) for better ground handling. These replaced the previous flat steel leaf spring gear. Also in 1971, the landing and taxi lights were moved from the wing leading edge to the nose bowl to better illuminate the ground. They were an improvement, but bulb life was reduced due to the heat and vibration of that location. They were moved back to the wing on the 1984 model Cessna 152.


title: Cessna 150

text: The "L" also introduced a longer dorsal strake that reached to the rear window. This was done more for styling than for aerodynamics and the empty weight accordingly went up over the "K". 879 were built in 1971.


title: Cessna 150

text: In 1972 the "L" received new fuel filler caps to reduce moisture seepage, and better seats and seat tracks. 1100 were built in 1972.


title: Cessna 150

text: The 1973 "L" model brought in lower seats to provide more headroom for taller pilots. 1460 of the 1973 models were built.


title: Cessna 150

text: The final "L" model was produced in 1974. The only change this model year was the propeller on the A150L Aerobat, to a new Clark Y airfoil that increased cruise by . 1080 150s were produced in 1974.


title: Cessna 150

text: Total "L" production was 4519, plus the 485 built by Reims as the F150L and 39 FA150L Aerobats. An additional 39 were built in Argentina by DINFIA as the A-150L.


title: Cessna 150

text: Reims produced a variant of the FA150L Aerobat with a Rolls-Royce Continental O-240-A engine, 141 built.


title: Cessna 150

text: The final Cessna 150 model was the 150M. It introduced the "Commuter II" upgrade package that included many optional avionics and trim items as standard. The "M" also brought an increased fin height, by . This increased the rudder and fin area by 15% to improve crosswind handling.


title: Cessna 150

text: The "M" was produced for three years: 1975–77. The United States Air Force Academy uses M variant (designated the T-51) for training and competition.


title: Cessna 150

text: Inertia-reel restraints became available as an option with the 1975 model year. 1269 1975 model 150Ms were built.


title: Cessna 150

text: In 1976 the "M" gained a suite of electrical circuit breakers to replace the previous fuses used. It was also fitted with a fully articulated pilot seat as standard equipment (this seat had been optional on some earlier models). 1399 were built.


title: Cessna 150

text: The 1977 model year was the last for the Cessna 150. It added only "pre-select" flaps, allowing the pilot to set the flaps to any position without the pilot having to hold the switch during flap travel, enabling the pilot to concentrate on other flying duties. Only 427 1977 model 150Ms were built as production shifted to the improved Cessna 152 in the early part of 1977.


title: Cessna 150

text: The many refinements incorporated into the 150 over the years had cost the aircraft a lot of useful load. The very first 150 weighed empty, whereas the last "M Commuter II" had an empty weight of . This increase in empty weight of was offset only by a gross weight increase of in 1964. The 152 would bring a much-needed increase in gross weight to .


title: Cessna 150

text: A total of 3097 "M" models were built during its three-year run. An additional 285 were built by Reims as the F150M and 141 FA150M Aerobats. Reims also built 75 A150Ls with F150M modifications.


title: Cessna 150

text: Reims produced a variant of the Rolls-Royce Continental O-240-A powered FRA150L Aerobat with the same improvements as the F150M, 75 built.


title: Cessna 150

text: There are hundreds of modifications available for the Cessna 150. Some of the most frequently installed include:


title: History of aviation

text: The history of aviation extends for more than two thousand years, from the earliest forms of aviation such as kites and attempts at tower jumping to supersonic and hypersonic flight by powered, heavier-than-air jets.


title: History of aviation

text: Kite flying in China dates back to several hundred years BC and slowly spread around the world. It is thought to be the earliest example of man-made flight. Leonardo da Vinci's 15th-century dream of flight found expression in several rational designs, but which relied on poor science.


title: History of aviation

text: The discovery of hydrogen gas in the 18th century led to the invention of the hydrogen balloon, at almost exactly the same time that the Montgolfier brothers rediscovered the hot-air balloon and began manned flights. Various theories in mechanics by physicists during the same period of time, notably fluid dynamics and Newton's laws of motion, led to the foundation of modern aerodynamics, most notably by Sir George Cayley. Balloons, both free-flying and tethered, began to be used for military purposes from the end of the 18th century, with the French government establishing Balloon Companies during the Revolution.


title: History of aviation

text: Experiments with gliders provided the groundwork for heavier-than-air craft, most notably by Otto Lilienthal, and by the early 20th century, advances in engine technology and aerodynamics made controlled, powered flight possible for the first time, thanks to the successful efforts of the Wright brothers. The modern aeroplane with its characteristic tail was established by 1909 and from then on the history of the aeroplane became tied to the development of more and more powerful engines.


title: History of aviation

text: The first great ships of the air were the rigid dirigible balloons pioneered by Ferdinand von Zeppelin, which soon became synonymous with airships and dominated long-distance flight until the 1930s, when large flying boats became popular. After World War II, the flying boats were in their turn replaced by land planes, and the new and immensely powerful jet engine revolutionised both air travel and military aviation.


title: History of aviation

text: In the latter part of the 20th century, the advent of digital electronics produced great advances in flight instrumentation and "fly-by-wire" systems. The 21st century saw the large-scale use of pilotless drones for military, civilian and leisure use. With digital controls, inherently unstable aircraft such as flying wings became possible.


title: History of aviation

text: The term aviation, noun of action from stem of Latin avis "bird" with suffix -ation meaning action or progress, was coined in 1863 by French pioneer Guillaume Joseph Gabriel de La Landelle (1812–1886) in "Aviation ou Navigation aérienne sans ballons".


title: History of aviation

text: Since antiquity, there have been stories of men strapping birdlike wings, stiffened cloaks or other devices to themselves and attempting to fly, typically by jumping off a tower. The Greek legend of Daedalus and Icarus is one of the earliest known; others originated from ancient Asia and the European Middle Age. During this early period, the issues of lift, stability and control were not understood, and most attempts ended in serious injury or death.


title: History of aviation

text: The Andalusian scientist Abbas ibn Firnas (810–887 AD) is claimed to have made a jump in Córdoba, Spain, covering his body with vulture feathers and attaching two wings to his arms. The 17th-century Algerian historian Ahmed Mohammed al-Maqqari, quoting a poem by Muhammad I of Córdoba's 9th-century court poet Mu'min ibn Said, recounts that Firnas flew some distance before landing with some injuries, attributed to his lacking a tail (as birds use to land). Writing in the 12th century, William of Malmesbury stated that the 11th-century Benedictine monk Eilmer of Malmesbury attached wings to his hands and feet and flew a short distance, but broke both legs while landing, also having neglected to make himself a tail.


title: History of aviation

text: Many others made well-documented jumps in the following centuries. As late as 1811, Albrecht Berblinger constructed an ornithopter and jumped into the Danube at Ulm.


title: History of aviation

text: The kite may have been the first form of man-made aircraft. It was invented in China possibly as far back as the 5th century BC by Mozi (Mo Di) and Lu Ban (Gongshu Ban). Later designs often emulated flying insects, birds, and other beasts, both real and mythical. Some were fitted with strings and whistles to make musical sounds while flying. Ancient and medieval Chinese sources describe kites being used to measure distances, test the wind, lift men, signal, and communicate and send messages.


title: History of aviation

text: Kites spread from China around the world. After its introduction into India, the kite further evolved into the fighter kite, which has an abrasive line used to cut down other kites.


title: History of aviation

text: Man-carrying kites are believed to have been used extensively in ancient China, for both civil and military purposes and sometimes enforced as a punishment. An early recorded flight was that of the prisoner Yuan Huangtou, a Chinese prince, in the 6th century AD. Stories of man-carrying kites also occur in Japan, following the introduction of the kite from China around the seventh century AD. It is said that at one time there was a Japanese law against man-carrying kites.


title: History of aviation

text: The use of a rotor for vertical flight has existed since 400 BC in the form of the bamboo-copter, an ancient Chinese toy. The similar "moulinet à noix" (rotor on a nut) appeared in Europe in the 14th century AD.


title: History of aviation

text: From ancient times the Chinese have understood that hot air rises and have applied the principle to a type of small hot air balloon called a sky lantern. A sky lantern consists of a paper balloon under or just inside which a small lamp is placed. Sky lanterns are traditionally launched for pleasure and during festivals. According to Joseph Needham, such lanterns were known in China from the 3rd century BC. Their military use is attributed to the general Zhuge Liang (180–234 AD, honorific title "Kongming"), who is said to have used them to scare the enemy troops.


title: History of aviation

text: There is evidence that the Chinese also "solved the problem of aerial navigation" using balloons, hundreds of years before the 18th century.


title: History of aviation

text: Eventually, after Ibn Firnas's construction, some investigators began to discover and define some of the basics of rational aircraft design. Most notable of these was Leonardo da Vinci, although his work remained unknown until 1797, and so had no influence on developments over the next three hundred years. While his designs are rational, they are not scientific. He particularly underestimated the amount of power that would be needed to propel a flying object, basing his designs on the flapping wings of a bird rather than an engine-powered propeller.


title: History of aviation

text: Leonardo studied bird and bat flight, claiming the superiority of the latter owing to its unperforated wing. He analyzed these and anticipating many principles of aerodynamics. He understood that "An object offers as much resistance to the air as the air does to the object." Isaac Newton would not publish his third law of motion until 1687.


title: History of aviation

text: From the last years of the 15th century until 1505, Leonardo wrote about and sketched many designs for flying machines and mechanisms, including ornithopters, fixed-wing gliders, rotorcraft (perhaps inspired by whirligig toys), parachutes (in the form of a wooden-framed pyramidal tent) and a wind speed gauge. His early designs were man-powered and included ornithopters and rotorcraft; however he came to realise the impracticality of this and later turned to controlled gliding flight, also sketching some designs powered by a spring.


title: History of aviation

text: In an essay titled "Sul volo" ("On flight"), Leonardo describes a flying machine called "the bird" which he built from starched linen, leather joints, and raw silk thongs. In the "Codex Atlanticus", he wrote, "Tomorrow morning, on the second day of January, 1496, I will make the thong and the attempt." According to one commonly repeated, albeit presumably fictional story, in 1505 Leonardo or one of his pupils attempted to fly from the summit of Monte Ceceri.


title: History of aviation

text: In 1670, Francesco Lana de Terzi published a work that suggested lighter than air flight would be possible by using copper foil spheres that, containing a vacuum, would be lighter than the displaced air to lift an airship. While theoretically sound, his design was not feasible: the pressure of the surrounding air would crush the spheres. The idea of using a vacuum to produce lift is now known as vacuum airship but remains unfeasible with any current materials.


title: History of aviation

text: In 1709, Bartolomeu de Gusmão presented a petition to King John V of Portugal, begging for support for his invention of an airship, in which he expressed the greatest confidence. The public test of the machine, which was set for 24 June 1709, did not take place. According to contemporary reports, however, Gusmão appears to have made several less ambitious experiments with this machine, descending from eminences. It is certain that Gusmão was working on this principle at the public exhibition he gave before the Court on 8 August 1709, in the hall of the Casa da Índia in Lisbon, when he propelled a ball to the roof by combustion.


title: History of aviation

text: 1783 was a watershed year for ballooning and aviation. Between 4 June and 1 December, five aviation firsts were achieved in France:


title: History of aviation

text: Ballooning became a major "rage" in Europe in the late 18th century, providing the first detailed understanding of the relationship between altitude and the atmosphere.


title: History of aviation

text: Non-steerable balloons were employed during the American Civil War by the Union Army Balloon Corps. The young Ferdinand von Zeppelin first flew as a balloon passenger with the Union Army of the Potomac in 1863.


title: History of aviation

text: In the early 1900s, ballooning was a popular sport in Britain. These privately owned balloons usually used coal gas as the lifting gas. This has half the lifting power of hydrogen so the balloons had to be larger, however, coal gas was far more readily available and the local gas works sometimes provided a special lightweight formula for ballooning events.


title: History of aviation

text: Airships were originally called "dirigible balloons" and are still sometimes called dirigibles today.


title: History of aviation

text: Work on developing a steerable (or dirigible) balloon continued sporadically throughout the 19th century. The first powered, controlled, sustained lighter-than-air flight is believed to have taken place in 1852 when Henri Giffard flew in France, with a steam engine driven craft.


title: History of aviation

text: Another advance was made in 1884, when the first fully controllable free-flight was made in a French Army electric-powered airship, "La France", by Charles Renard and Arthur Krebs. The long, airship covered in 23 minutes with the aid of an 8½ horsepower electric motor.


title: History of aviation

text: However, these aircraft were generally short-lived and extremely frail. Routine, controlled flights would not occur until the advent of the internal combustion engine (see below.)


title: History of aviation

text: The first aircraft to make routine controlled flights were non-rigid airships (sometimes called "blimps".) The most successful early pioneering pilot of this type of aircraft was the Brazilian Alberto Santos-Dumont who effectively combined a balloon with an internal combustion engine. On 19 October 1901, he flew his airship "Number 6" over Paris from the Parc de Saint Cloud around the Eiffel Tower and back in under 30 minutes to win the Deutsch de la Meurthe prize. Santos-Dumont went on to design and build several aircraft. The subsequent controversy surrounding his and others' competing claims with regard to aircraft overshadowed his great contribution to the development of airships.


title: History of aviation

text: At the same time that non-rigid airships were starting to have some success, the first successful rigid airships were also being developed. These would be far more capable than fixed-wing aircraft in terms of pure cargo carrying capacity for decades. Rigid airship design and advancement was pioneered by the German count Ferdinand von Zeppelin.


title: History of aviation

text: Construction of the first Zeppelin airship began in 1899 in a floating assembly hall on Lake Constance in the Bay of Manzell, Friedrichshafen. This was intended to ease the starting procedure, as the hall could easily be aligned with the wind. The prototype airship "LZ 1" (LZ for "Luftschiff Zeppelin") had a length of was driven by two Daimler engines and balanced by moving a weight between its two nacelles.


title: History of aviation

text: Its first flight, on 2 July 1900, lasted for only 18 minutes, as LZ 1 was forced to land on the lake after the winding mechanism for the balancing weight had broken. Upon repair, the technology proved its potential in subsequent flights, bettering the 6 m/s speed attained by the French airship "La France" by 3 m/s, but could not yet convince possible investors. It would be several years before the Count was able to raise enough funds for another try.


title: History of aviation

text: German airship passenger service known as DELAG (Deutsche-Luftschiffahrts AG) was established in 1910.


title: History of aviation

text: Although airships were used in both World War I and II, and continue on a limited basis to this day, their development has been largely overshadowed by heavier-than-air craft.


title: History of aviation

text: Italian inventor Tito Livio Burattini, invited by the Polish King Władysław IV to his court in Warsaw, built a model aircraft with four fixed glider wings in 1647. Described as "four pairs of wings attached to an elaborate 'dragon'", it was said to have successfully lifted a cat in 1648 but not Burattini himself. He promised that "only the most minor injuries" would result from landing the craft. His "Dragon Volant" is considered "the most elaborate and sophisticated aeroplane to be built before the 19th Century".


title: History of aviation

text: The first published paper on aviation was "Sketch of a Machine for Flying in the Air" by Emanuel Swedenborg published in 1716. This flying machine consisted of a light frame covered with strong canvas and provided with two large oars or wings moving on a horizontal axis, arranged so that the upstroke met with no resistance while the downstroke provided lifting power. Swedenborg knew that the machine would not fly, but suggested it as a start and was confident that the problem would be solved. He wrote: "It seems easier to talk of such a machine than to put it into actuality, for it requires greater force and less weight than exists in a human body. The science of mechanics might perhaps suggest a means, namely, a strong spiral spring. If these advantages and requisites are observed, perhaps in time to come someone might know how better to utilize our sketch and cause some addition to be made so as to accomplish that which we can only suggest. Yet there are sufficient proofs and examples from nature that such flights can take place without danger, although when the first trials are made you may have to pay for the experience, and not mind an arm or leg". Swedenborg would prove prescient in his observation that a method of powering of an aircraft was one of the critical problems to be overcome.


title: History of aviation

text: On 16 May 1793, the Spanish inventor Diego Marín Aguilera managed to cross the river Arandilla in Coruña del Conde, Castile, flying 300 – 400 m, with a flying machine.


title: History of aviation

text: Balloon jumping replaced tower jumping, also demonstrating with typically fatal results that man-power and flapping wings were useless in achieving flight. At the same time scientific study of heavier-than-air flight began in earnest. In 1801, the French officer managed a 300-metre glide by starting from the top of the city walls of Angoulême and broke only one leg on arrival. In 1837 French mathematician and brigadier general stated, "Aviation will be successful only if one finds an engine whose ratio with the weight of the device to be supported will be larger than current steam machines or the strength developed by humans or most of the animals".


title: History of aviation

text: Sir George Cayley was first called the "father of the aeroplane" in 1846. During the last years of the previous century he had begun the first rigorous study of the physics of flight and would later design the first modern heavier-than-air craft. Among his many achievements, his most important contributions to aeronautics include:


title: History of aviation

text: 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.


title: History of aviation

text: In 1799, he set down the concept of the modern aeroplane as a fixed-wing flying machine with separate systems for lift, propulsion, and control.


title: History of aviation

text: In 1804, Cayley constructed a model glider which was the first modern heavier-than-air flying machine, having the layout of a conventional modern aircraft with an inclined wing towards the front and adjustable tail at the back with both tailplane and fin. A movable weight allowed adjustment of the model's centre of gravity.


title: History of aviation

text: In 1809, goaded by the farcical antics of his contemporaries (see above), he began the publication of a landmark three-part treatise titled "On Aerial Navigation" (1809–1810). In it he wrote the first scientific statement of the problem, "The whole problem is confined within these limits, viz. to make a surface support a given weight by the application of power to the resistance of air". He identified the four vector forces that influence an aircraft: "thrust", "lift", "drag" and "weight" and distinguished stability and control in his designs. 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.


title: History of aviation

text: In 1848, 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.


title: History of aviation

text: He went on to publish in 1852 the design for a full-size manned glider or "governable parachute" to be launched from a balloon and then to construct a version capable of launching from the top of a hill, which carried the first adult aviator across Brompton Dale in 1853.


title: History of aviation

text: Minor inventions included the rubber-powered motor, which provided a reliable power source for research models. By 1808, 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.


title: History of aviation

text: Drawing directly from Cayley's work, Henson's 1842 design for an aerial steam carriage broke new ground. Although only a design, it was the first in history for a propeller-driven fixed-wing aircraft.


title: History of aviation

text: 1866 saw the founding of the Aeronautical Society of Great Britain and two years later the world's first aeronautical exhibition was held at the Crystal Palace, London, where John Stringfellow was awarded a £100 prize for the steam engine with the best power-to-weight ratio. In 1848, Stringfellow achieved the first powered flight using an unmanned wingspan steam-powered monoplane built in a disused lace factory in Chard, Somerset. 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 guidewire to fly freely, achieving thirty yards of straight and level powered flight. Francis Herbert Wenham presented the first paper to the newly formed Aeronautical Society (later the Royal Aeronautical Society), "On Aerial Locomotion". He advanced Cayley's work on cambered wings, making important findings. To test his ideas, from 1858 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.


title: History of aviation

text: 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 1868.


title: History of aviation

text: In 1871, Wenham made the first wind tunnel using a fan, driven by a steam engine, to propel air down a tube to the model.


title: History of aviation

text: Meanwhile, the British advances had galvanised French researchers. In 1857, Félix du Temple proposed a monoplane with a tailplane and retractable undercarriage. 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 1874. 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.


title: History of aviation

text: In 1865, Louis Pierre Mouillard published an influential book The Empire Of The Air ("l'Empire de l'Air").


title: History of aviation

text: In 1856, 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 100 meters, over a distance of 200 meters.


title: History of aviation

text: Alphonse Pénaud, a Frenchman, advanced the theory of wing contours and aerodynamics and constructed successful models of aeroplanes, helicopters and ornithopters. In 1871 he flew the first aerodynamically stable fixed-wing aeroplane, a model monoplane he called the "Planophore", a distance of . Pénaud's model incorporated several of Cayley's discoveries, including the use of a tail, wing dihedral for inherent stability, and rubber power. 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. Pénaud's later project for an amphibian aeroplane, although never built, incorporated other modern features. 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.


title: History of aviation

text: Equally authoritative as a theorist was Pénaud's fellow countryman Victor Tatin. In 1879, he flew a model which, like Pénaud's project, was a monoplane with twin tractor propellers but also had a separate horizontal tail. It was powered by compressed air. Flown tethered to a pole, this was the first model to take off under its own power.


title: History of aviation

text: In 1884, Alexandre Goupil published his work "La Locomotion Aérienne" ("Aerial Locomotion"), although the flying machine he later constructed failed to fly.


title: History of aviation

text: In 1890, the French engineer Clément Ader completed the first of three steam-driven flying machines, the Éole. On 9 October 1890, Ader made an uncontrolled hop of around ; this was the first manned airplane to take off under its own power. His Avion III of 1897, notable only for having twin steam engines, failed to fly: Ader would later claim success and was not debunked until 1910 when the French Army published its report on his attempt.


title: History of aviation

text: Sir Hiram Maxim was an American engineer who had moved to England. He built his own whirling arm rig and wind tunnel and constructed a large machine with a wingspan of , a length of , fore and aft horizontal surfaces and a crew of three. Twin propellers were powered by two lightweight compound steam engines each delivering . The overall weight was . 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 1894, on its third run it broke from the rail, became airborne for about 200 yards at two to three feet of altitude and was badly damaged upon falling back to the ground. It was subsequently repaired, but Maxim abandoned his experiments shortly afterwards.


title: History of aviation

text: Around the last decade 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 1879, 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.


title: History of aviation

text: 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 1883 and 1886, the American John Joseph Montgomery developed a series of three manned gliders, before conducting his own independent investigations into aerodynamics and circulation of lift.


title: History of aviation

text: Otto Lilienthal became known as the "Glider King" or "Flying Man" of Germany. He duplicated Wenham's work and greatly expanded on it in 1884, publishing his research in 1889 as "Birdflight as the Basis of Aviation" ("Der Vogelflug als Grundlage der Fliegekunst"), which is seen as one of the most important works in aviation history. He also produced a series of hang gliders, including bat-wing, monoplane and biplane forms, such as the Derwitzer Glider and Normal soaring apparatus, which is considered to be the first air plane in series production, making the "Maschinenfabrik Otto Lilienthal" the first air plane production company in the world.


title: History of aviation

text: Starting in 1891, 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. Lilienthal's work led to him developing the concept of the modern wing. His flight attempts in the year 1891 are seen as the beginning of human flight and because of that he is often referred to as either the "father of aviation" or "father of flight".


title: History of aviation

text: He rigorously documented his work, including photographs, and for this reason is one of the best known of the early pioneers. Lilienthal made over 2,000 glides until his death in 1896 from injuries sustained in a glider crash.


title: History of aviation

text: 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 1896, his team flew several of their designs eventually deciding that the best was a biplane design. Like Lilienthal, he documented and photographed his work.


title: History of aviation

text: In Britain Percy Pilcher, who had worked for Maxim, built and successfully flew several gliders during the mid to late 1890s.


title: History of aviation

text: The invention of the box kite during this period by the Australian Lawrence Hargrave would lead to the development of the practical biplane. In 1894, Hargrave linked four of his kites together, added a sling seat, and was the first to obtain lift with a heavier than air aircraft, when he flew up . Later pioneers of manned kite flying included Samuel Franklin Cody in England and Captain Génie Saconney in France.


title: History of aviation

text: William Frost from Pembrokeshire, Wales started his project in 1880 and after 16 years, he designed a flying machine and in 1894 won a patent for a "Frost Aircraft Glider".


title: History of aviation

text: Spectators witnessed the craft fly at Saundersfoot in 1896, traveling 500 yards before colliding with a tree and falling in a field.


title: History of aviation

text: 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 1891, 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. On 6 May 1896, Langley's "Aerodrome No. 5" made the first successful sustained flight of an unpiloted, engine-driven heavier-than-air craft of substantial size. It was launched from a spring-actuated catapult mounted on top of a houseboat on the Potomac River near Quantico, Virginia. Two flights were made that afternoon, one of and a second of , at a speed of approximately . On both occasions, the "Aerodrome No. 5" landed in the water as planned, because, in order to save weight, it was not equipped with landing gear. On 28 November 1896, another successful flight was made with the "Aerodrome No. 6". This flight, of , was witnessed and photographed by Alexander Graham Bell. The "Aerodrome No. 6" was actually "Aerodrome No. 4" greatly modified. So little remained of the original aircraft that it was given a new designation.


title: History of aviation

text: With the successes of the "Aerodrome No. 5" and "No. 6", Langley started looking for funding to build a full-scale man-carrying version of his designs. Spurred by the Spanish–American War, the U.S. government granted him $50,000 to develop a man-carrying flying machine for aerial reconnaissance. Langley planned on building a scaled-up version known as the Aerodrome A, and started with the smaller Quarter-scale Aerodrome, which flew twice on 18 June 1901, and then again with a newer and more powerful engine in 1903.


title: History of aviation

text: With the basic design apparently successfully tested, he then turned to the problem of a suitable engine. He contracted Stephen Balzer to build one, but was disappointed when it delivered only instead of the he expected. Langley's assistant, Charles M. Manly, then reworked the design into a five-cylinder water-cooled radial that delivered at 950 rpm, a feat that took years to duplicate. Now with both power and a design, Langley put the two together with great hopes.


title: History of aviation

text: 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 1903 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.


title: History of aviation

text: Langley's attempts to gain further funding failed, and his efforts ended. Nine days after his second abortive launch on 8 December, the Wright brothers successfully flew their "Flyer". Glenn Curtiss made 93 modifications to the "Aerodrome" and flew this very different aircraft in 1914. Without acknowledging the modifications, the Smithsonian Institution asserted that Langley's "Aerodrome" was the first machine "capable of flight".


title: History of aviation

text: Gustave Weißkopf was a German who emigrated to the U.S., where he soon changed his name to Whitehead. From 1897 to 1915, he designed and built early flying machines and engines. On 14 August 1901, 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.


title: History of aviation

text: In March 2013, "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 Smithsonian Institution (custodians of the original "Wright Flyer") and many aviation historians continue to maintain that Whitehead did not fly as suggested.


title: History of aviation

text: Richard Pearse was a New Zealand farmer and inventor who performed pioneering aviation experiments. Witnesses interviewed many years afterward claimed that Pearse flew and landed a powered heavier-than-air machine on 31 March 1903, nine months before the Wright brothers flew.  Documentary evidence for these claims remains open to interpretation and dispute, and Pearse himself never made such claims. In a newspaper interview in 1909, he said he did not "attempt anything practical ... until 1904". If he did fly in 1903, the flight appears to have been poorly controlled in comparison to the Wrights'.


title: History of aviation

text: Using a methodical approach and concentrating on the controllability of the aircraft, the brothers built and tested a series of kite and glider designs from 1898 to 1902 before attempting to build a powered design. The gliders worked, but not as well as the Wrights had expected based on the experiments and writings of their predecessors. Their first full-size glider, launched in 1900, 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 200 wing designs they tested. As a result, the Wrights corrected earlier mistakes in calculations regarding drag and lift. 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 1902, 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 following year, the "Wright Flyer", but also helped advance the science of aeronautical engineering.


title: History of aviation

text: 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. They solved the control problem by inventing wing warping for roll control, combined with simultaneous yaw control with a steerable rear rudder. Almost as an afterthought, they designed and built a low-powered internal combustion engine. They also designed and carved wooden propellers that were more efficient than any before, enabling them to gain adequate performance from their low engine power. Although wing-warping as a means of lateral control was used only briefly during the early history of aviation, the principle of combining lateral control in combination with a rudder was a key advance in aircraft control. While many aviation pioneers appeared to leave safety largely to chance, the Wrights' design was greatly influenced by the need to teach themselves to fly without unreasonable risk to life and limb, by surviving crashes. This emphasis, as well as low engine power, was the reason for low flying speed and for taking off in a headwind. Performance, rather than safety, was the reason for the rear-heavy design because the canard could not be highly loaded; anhedral wings were less affected by crosswinds and were consistent with the low yaw stability.


title: History of aviation

text: According to the Smithsonian Institution and Fédération Aéronautique Internationale (FAI), the Wrights made the first sustained, controlled, powered heavier-than-air manned flight at Kill Devil Hills, North Carolina, four miles (8 km) south of Kitty Hawk, North Carolina on 17 December 1903.


title: History of aviation

text: The first flight by Orville Wright, of in 12 seconds, was recorded in a famous photograph. In the fourth flight of the same day, Wilbur Wright flew in 59 seconds. The flights were witnessed by three coastal lifesaving crewmen, a local businessman, and a boy from the village, making these the first public flights and the first well-documented ones.


title: History of aviation

text: Orville described the final flight of the day: "The first few hundred feet were up and down, as before, but by the time three hundred feet had been covered, the machine was under much better control. The course for the next four or five hundred feet had but little undulation. However, when out about eight hundred feet the machine began pitching again, and, in one of its darts downward, struck the ground. The distance over the ground was measured to be ; the time of the flight was 59 seconds. The frame supporting the front rudder was badly broken, but the main part of the machine was not injured at all. We estimated that the machine could be put in condition for flight again in about a day or two". They flew only about ten feet above the ground as a safety precaution, so they had little room to manoeuvre, and all four flights in the gusty winds ended in a bumpy and unintended "landing". Modern analysis by Professor Fred E. C. Culick and Henry R. Rex (1985) has demonstrated that the 1903 "Wright Flyer" was so unstable as to be almost unmanageable by anyone but the Wrights, who had trained themselves in the 1902 glider.


title: History of aviation

text: The Wrights continued flying at Huffman Prairie near Dayton, Ohio in 1904–05. In May 1904 they introduced the Flyer II, a heavier and improved version of the original Flyer. On 23 June 1905, they first flew a third machine, the Flyer III. After a severe crash on 14 July 1905, they rebuilt the Flyer III and made important design changes. They almost doubled the size of the elevator and rudder and moved them about twice the distance from the wings. They added two fixed vertical vanes (called "blinkers") between the elevators and gave the wings a very slight dihedral. They disconnected the rudder from the wing-warping control, and as in all future aircraft, placed it on a separate control handle. When flights resumed the results were immediate. The serious pitch instability that hampered Flyers I and II was significantly reduced, so repeated minor crashes were eliminated. Flights with the redesigned Flyer III started lasting over 10 minutes, then 20, then 30. Flyer III became the first practical aircraft (though without wheels and needing a launching device), flying consistently under full control and bringing its pilot back to the starting point safely and landing without damage. On 5 October 1905, Wilbur flew in 39 minutes 23 seconds."


title: History of aviation

text: According to the April 1907 issue of the "Scientific American" magazine, the Wright brothers seemed to have the most advanced knowledge of heavier-than-air navigation at the time. However, the same magazine issue also claimed that no public flight had been made in the United States before its April 1907 issue. Hence, they devised the Scientific American Aeronautic Trophy in order to encourage the development of a heavier-than-air flying machine.


title: History of aviation

text: This period saw the development of practical aeroplanes and airships and their early application, alongside balloons and kites, for private, sport and military use.


title: History of aviation

text: Although full details of the Wright Brothers' system of flight control had been published in l'Aerophile in January 1906, the importance of this advance was not recognised, and European experimenters generally concentrated on attempting to produce inherently stable machines.


title: History of aviation

text: Short powered flights were performed in France by Romanian engineer Traian Vuia on 18 March and 19 August 1906 when he flew 12 and 24 meters, respectively, in a self-designed, fully self-propelled, fixed-wing aircraft, that possessed a fully wheeled undercarriage. He was followed by Jacob Ellehammer who built a monoplane which he tested with a tether in Denmark on 12 September 1906, flying 42 meters.


title: History of aviation

text: On 13 September 1906, a day after Ellehammer's tethered flight and three years after the Wright Brothers' flight, the Brazilian Alberto Santos-Dumont made a public flight in Paris with the 14-bis, also known as "Oiseau de proie" (French for "bird of prey"). This was of canard configuration with pronounced wing dihedral, and covered a distance of on the grounds of the Chateau de Bagatelle in Paris' Bois de Boulogne before a large crowd of witnesses. This well-documented event was the first flight verified by the Aéro-Club de France of a powered heavier-than-air machine in Europe and won the Deutsch-Archdeacon Prize for the first officially observed flight greater than . On 12 November 1906, Santos-Dumont set the first world record recognized by the Federation Aeronautique Internationale by flying in 21.5 seconds. Only one more brief flight was made by the 14-bis in March 1907, after which it was abandoned.


title: History of aviation

text: In March 1907, Gabriel Voisin flew the first example of his Voisin biplane. On 13 January 1908, a second example of the type was flown by Henri Farman to win the Deutsch-Archdeacon "Grand Prix d'Aviation" prize for a flight in which the aircraft flew a distance of more than a kilometer and landed at the point where it had taken off. The flight lasted 1 minute and 28 seconds.


title: History of aviation

text: Santos-Dumont later added ailerons between the wings in an effort to gain more lateral stability. His final design, first flown in 1907, was the series of Demoiselle monoplanes (Nos. 19 to 22). The "Demoiselle No 19" could be constructed in only 15 days and became the world's first series production aircraft. The Demoiselle achieved 120 km/h. The fuselage consisted of three specially reinforced bamboo booms: the pilot sat in a seat between the main wheels of a conventional landing gear whose pair of wire-spoked mainwheels were located at the lower front of the airframe, with a tailskid half-way back beneath the rear fuselage structure. The Demoiselle was controlled in flight by a cruciform tail unit hinged on a form of universal joint at the aft end of the fuselage structure to function as elevator and rudder, with roll control provided through wing warping (No. 20), with the wings only warping "down".


title: History of aviation

text: In 1908, Wilbur Wright travelled to Europe, and starting in August gave a series of flight demonstrations at Le Mans in France. The first demonstration, made on 8 August, attracted an audience including most of the major French aviation experimenters, who were astonished by the clear superiority of the Wright Brothers' aircraft, particularly its ability to make tight controlled turns. The importance of using roll control in making turns was recognised by almost all the European experimenters: Henri Farman fitted ailerons to his Voisin biplane and shortly afterwards set up his own aircraft construction business, whose first product was the influential Farman III biplane.


title: History of aviation

text: The following year saw the widespread recognition of powered flight as something other than the preserve of dreamers and eccentrics. On 25 July 1909, Louis Blériot won worldwide fame by winning a £1,000 prize offered by the British "Daily Mail" newspaper for a flight across the English Channel, and in August around half a million people, including the President of France Armand Fallières and David Lloyd George, attended one of the first aviation meetings, the Grande Semaine d'Aviation at Reims.


title: History of aviation

text: In 1914, pioneering aviator Tony Jannus captained the inaugural flight of the St. Petersburg-Tampa Airboat Line, the world's first commercial passenger airline.


title: History of aviation

text: Historians disagree about whether the Wright brothers patent war impeded development of the aviation industry in the United States compared to Europe. The patent war ended during World War I when the government pressured the industry into forming a patent pool, and major litigants had left the industry.


title: History of aviation

text: In 1877, Enrico Forlanini developed an unmanned helicopter powered by a steam engine. It rose to a height of 13 meters, where it remained for 20 seconds, after a vertical take-off from a park in Milan.


title: History of aviation

text: The first time a manned helicopter is known to have risen off the ground was on a tethered flight in 1907 by the Breguet-Richet Gyroplane. Later the same year the Cornu helicopter, also French, made the first rotary-winged free flight at Lisieux, France. However, these were not practical designs.


title: History of aviation

text: Almost as soon as they were invented, airplanes were used for military purposes. The first country to use them for military purposes was Italy, whose aircraft made reconnaissance, bombing and artillery correction flights in Libya during the Italian-Turkish war (September 1911 – October 1912). The first mission (a reconnaissance) occurred on 23 October 1911. The first bombing mission was flown on 1 November 1911. Then Bulgaria followed this example. Its airplanes attacked and reconnoitered the Ottoman positions during the First Balkan War 1912–13. The first war to see major use of airplanes in offensive, defensive and reconnaissance capabilities was World War I. The Allies and Central Powers both used airplanes and airships extensively.


title: History of aviation

text: While the concept of using the airplane as an offensive weapon was generally discounted before World War I, the idea of using it for photography was one that was not lost on any of the major forces. All of the major forces in Europe had light aircraft, typically derived from pre-war sporting designs, attached to their reconnaissance departments. Radiotelephones were also being explored on airplanes, notably the SCR-68, as communication between pilots and ground commander grew more and more important.


title: History of aviation

text: It was not long before aircraft were shooting at each other, but the lack of any sort of steady point for the gun was a problem. The French solved this problem when, in late 1914, Roland Garros attached a fixed machine gun to the front of his plane, but while Adolphe Pegoud would become known as the first "ace", getting credit for five victories before also becoming the first ace to die in action, it was German Luftstreitkräfte Leutnant Kurt Wintgens who, on 1 July 1915, scored the very first aerial victory by a purpose-built fighter plane, with a synchronized machine gun.


title: History of aviation

text: Aviators were styled as modern-day knights, doing individual combat with their enemies. Several pilots became famous for their air-to-air combat; the most well known is Manfred von Richthofen, better known as the "Red Baron", who shot down 80 planes in air-to-air combat with several different planes, the most celebrated of which was the Fokker Dr.I. On the Allied side, René Paul Fonck is credited with the most all-time victories at 75, even when later wars are considered.


title: History of aviation

text: France, Britain, Germany, and Italy were the leading manufacturers of fighter planes that saw action during the war, with German aviation technologist Hugo Junkers showing the way to the future through his pioneering use of all-metal aircraft from late 1915.


title: History of aviation

text: The years between World War I and World War II saw great advancements in aircraft technology. Airplanes evolved from low-powered biplanes made from wood and fabric to sleek, high-powered monoplanes made of aluminum, based primarily on the founding work of Hugo Junkers during the World War I period and its adoption by American designer William Bushnell Stout and Soviet designer Andrei Tupolev. The age of the great rigid airships came and went. The first successful rotorcraft appeared in the form of the autogyro, invented by Spanish engineer Juan de la Cierva and first flown in 1919. In this design, the rotor is not powered but is spun like a windmill by its passage through the air. A separate powerplant is used to propel the aircraft forwards.


title: History of aviation

text: After World War I, experienced fighter pilots were eager to show off their skills. Many American pilots became barnstormers, flying into small towns across the country and showing off their flying abilities, as well as taking paying passengers for rides. Eventually, the barnstormers grouped into more organized displays. Air shows sprang up around the country, with air races, acrobatic stunts, and feats of air superiority. The air races drove engine and airframe development—the Schneider Trophy, for example, led to a series of ever faster and sleeker monoplane designs culminating in the Supermarine S.6B. With pilots competing for cash prizes, there was an incentive to go faster. Amelia Earhart was perhaps the most famous of those on the barnstorming/air show circuit. She was also the first female pilot to achieve records such as the crossing of the Atlantic and Pacific Oceans.


title: History of aviation

text: Other prizes, for distance and speed records, also drove development forwards. For example, on 14 June 1919, Captain John Alcock and Lieutenant Arthur Brown co-piloted a Vickers Vimy non-stop from St. John's, Newfoundland to Clifden, Ireland, winning the £13,000 ($65,000) Northcliffe prize. The first flight across the South Atlantic and the first aerial crossing using astronomical navigation, was made by the naval aviators Gago Coutinho and Sacadura Cabral in 1922, from Lisbon, Portugal, to Rio de Janeiro, Brazil, with only internal means of navigation, in an aircraft specifically fitted for himself with an artificial horizon for aeronautical use, an invention that revolutionized air navigation at the time (Gago Coutinho invented a type of sextant incorporating two spirit levels to provide an artificial horizon). Five years later Charles Lindbergh received the Orteig Prize of $25,000 for the first "solo" non-stop crossing of the Atlantic. This caused what was known in aviation at the time as the "Lindbergh boom", where the volume of mail moving by air increased 50 percent, applications for pilots' licenses tripled, and the number of planes quadrupled all within six months of the flight. About three months after Lindbergh, Paul Redfern was the first to solo the Caribbean Sea and went missing flying over Venezuela.


title: History of aviation

text: Australian Sir Charles Kingsford Smith was the first to fly across the larger Pacific Ocean in the Southern Cross. His crew left Oakland, California to make the first trans-Pacific flight to Australia in three stages. The first (from Oakland to Hawaii) was , took 27 hours 25 minutes, and was uneventful. They then flew to Suva, Fiji away, taking 34 hours 30 minutes. This was the toughest part of the journey as they flew through a massive lightning storm near the equator. They then flew on to Brisbane in 20 hours, where they landed on 9 June 1928 after approximately total flight. On arrival, Kingsford Smith was met by a huge crowd of 25,000 at Eagle Farm Airport in his hometown of Brisbane. Accompanying him were Australian aviator Charles Ulm as the relief pilot, and the Americans James Warner and Captain Harry Lyon (who were the radio operator, navigator and engineer). A week after they landed, Kingsford Smith and Ulm recorded a disc for Columbia talking about their trip. With Ulm, Kingsford Smith later continued his journey being the first in 1929 to circumnavigate the world, crossing the equator twice.


title: History of aviation

text: The first lighter-than-air crossings of the Atlantic were made by airship in July 1919 by His Majesty's Airship R34 and crew when they flew from East Lothian, Scotland to Long Island, New York and then back to Pulham, England. By 1929, airship technology had advanced to the point that the first round-the-world flight was completed by the "Graf Zeppelin" in September and in October, the same aircraft inaugurated the first commercial transatlantic service. However, the age of the rigid airship ended following the destruction by fire of the zeppelin LZ 129 "Hindenburg" just before landing at Lakehurst, New Jersey on 6 May 1937, killing 35 of the 97 people aboard. Previous spectacular airship accidents, from the "Wingfoot Express" disaster (1919) to the loss of the R101 (1930), the "Akron" (1933) and the "Macon" (1935) had already cast doubt on airship safety, but with the disasters of the U.S. Navy's rigids showing the importance of solely using helium as the lifting medium; following the destruction of the Hindenburg, the remaining airship making international flights, the "Graf Zeppelin" was retired (June 1937). Its replacement, the rigid airship "Graf Zeppelin II", made a number of flights, primarily over Germany, from 1938 to 1939, but was grounded when Germany began World War II. Both remaining German zeppelins were scrapped in 1940 to supply metal for the German Luftwaffe; the last American rigid airship, the "Los Angeles", which had not flown since 1932, was dismantled in late 1939.


title: History of aviation

text: Meanwhile, Germany, which was restricted by the Treaty of Versailles in its development of powered aircraft, developed gliding as a sport, especially at the Wasserkuppe, during the 1920s. In its various forms, in the 21st-century sailplane aviation now has over 400,000 participants. Fritz von Opel was instrumental in popularizing rockets as means of propulsion for vehicles and planes. In the 1920s, he initiated together with Max Valier, co-founder of the "Verein für Raumschiffahrt", the world's first rocket program, Opel-RAK, leading to speed records for automobiles, rail vehicles and the first manned rocket-powered flight in September 1929. To build the world's first rocket glider, Opel and Valier collaborated with Wasserkuppe pioneers Lippisch, Stamer and Hatry. Months earlier in 1928, one of his rocket-powered ground prototypes, the Opel RAK2, reached piloted by von Opel himself at the AVUS speedway in Berlin a record speed of 238 km/h, watched by 3000 spectators and world media, among them Fritz Lang, director of "Metropolis" and "Woman in the Moon", world boxing champion Max Schmeling and many more sports and show business celebrities. A world record for rail vehicles was reached with RAK3 and a top speed of 256 km/h. After these successes on land and successful glider tests at Wasserkuppe, on 30 September 1929, von Opel piloted the world's first public rocket-powered flight using a dedicated Opel RAK.1 rocket plane designed by Julius Hatry. World media reported on these efforts, including UNIVERSAL Newsreel of the US, causing immense global public attention. The Great Depression led to an end of the Opel-RAK program, but Max Valier continued the efforts. After switching from solid-fuel to liquid-fuel rockets, he died while testing and is considered the first fatality of the dawning space age.


title: History of aviation

text: 1929 also saw the first flight of by far the largest plane ever built until then: the Dornier Do X with a wingspan of 48 m. On its 70th test flight on 21 October 1929, there were 169 people on board, a record that was not broken for 20 years.


title: History of aviation

text: Less than a decade after the development of the first practical rotorcraft of any type with the autogyro, in the Soviet Union, Boris N. Yuriev and Alexei M. Cheremukhin, two aeronautical engineers working at the "Tsentralniy Aerogidrodinamicheskiy Institut", constructed and flew the TsAGI 1-EA single rotor helicopter, which used an open tubing framework, a four-blade main rotor, and twin sets of diameter anti-torque rotors; one set of two at the nose and one set of two at the tail. Powered by two M-2 powerplants, up-rated copies of the Gnome Monosoupape rotary radial engine of World War I, the TsAGI 1-EA made several successful low altitude flights. By 14 August 1932, Cheremukhin managed to get the 1-EA up to an unofficial altitude of with what is likely to be the first successful single-lift rotor helicopter design ever tested and flown.


title: History of aviation

text: Only five years after the German Dornier Do-X had flown, Tupolev designed the largest aircraft of the 1930s era, the "Maksim Gorky" in the Soviet Union by 1934, as the largest aircraft ever built using the Junkers methods of metal aircraft construction.


title: History of aviation

text: In the 1930s, development of the jet engine began in Germany and in Britain – both countries would go on to develop jet aircraft by the end of World War II.


title: History of aviation

text: After enrolling in the Military Aviation Academy in Eskisehir in 1936 and undertaking training at the First Aircraft Regiment, Sabiha Gökçen, flew fighter and bomber planes becoming the first Turkish, female aviator and the world's first, female, combat pilot. During her flying career, she achieved some 8,000 hours, 32 of which were combat missions.


title: History of aviation

text: World War II saw a great increase in the pace of development and production, not only of aircraft but also the associated flight-based weapon delivery systems. Air combat tactics and doctrines took advantage. Large-scale strategic bombing campaigns were launched, fighter escorts introduced and the more flexible aircraft and weapons allowed precise attacks on small targets with dive bombers, fighter-bombers, and ground-attack aircraft. New technologies like radar also allowed more coordinated and controlled deployment of air defense.


title: History of aviation

text: The first jet aircraft to fly was the Heinkel He 178 (Germany), flown by Erich Warsitz in 1939, followed by the world's first operational jet aircraft, the Me 262, in July 1942 and world's first jet-powered bomber, the Arado Ar 234, in June 1943. British developments, like the Gloster Meteor, followed afterwards, but saw only brief use in World War II. The first cruise missile (V-1), the first ballistic missile (V-2), the first (and to date only) operational rocket-powered combat aircraft Me 163—with attained velocities of up to in test flights—and the first vertical take-off manned point-defense interceptor, the Bachem Ba 349 "Natter", were also developed by Germany. However, jet and rocket aircraft had only limited impact due to their late introduction, fuel shortages, the lack of experienced pilots and the declining war industry of Germany.


title: History of aviation

text: Not only airplanes, but also helicopters saw rapid development in the Second World War, with the introduction of the Focke Achgelis Fa 223, the Flettner Fl 282 synchropter in 1941 in Germany and the Sikorsky R-4 in 1942 in the USA.


title: History of aviation

text: After World War II, commercial aviation grew rapidly, using mostly ex-military aircraft to transport people and cargo. This growth was accelerated by the glut of heavy and super-heavy bomber airframes like the B-29 and Lancaster that could be converted into commercial aircraft. The DC-3 also made for easier and longer commercial flights. The first commercial jet airliner to fly was the British de Havilland Comet. By 1952, the British state airline BOAC had introduced the Comet into scheduled service. While a technical achievement, the plane suffered a series of highly public failures, as the shape of the windows led to cracks due to metal fatigue. The fatigue was caused by cycles of pressurization and depressurization of the cabin and eventually led to catastrophic failure of the plane's fuselage. By the time the problems were overcome, other jet airliner designs had already taken to the skies.


title: History of aviation

text: USSR's Aeroflot became the first airline in the world to operate sustained regular jet services on 15 September 1956 with the Tupolev Tu-104. The Boeing 707 and DC-8 which established new levels of comfort, safety and passenger expectations, ushered in the age of mass commercial air travel, dubbed the Jet Age.


title: History of aviation

text: In October 1947, Chuck Yeager took the rocket-powered Bell X-1 through the sound barrier. Although anecdotal evidence exists that some fighter pilots may have done so while dive-bombing ground targets during the war, this was the first controlled, level flight to exceed the speed of sound. Further barriers of distance fell in 1948 and 1952 with the first jet crossing of the Atlantic and the first nonstop flight to Australia.


title: History of aviation

text: The 1945 invention of nuclear bombs briefly increased the strategic importance of military aircraft in the Cold War between East and West. Even a moderate fleet of long-range bombers could deliver a deadly blow to the enemy, so great efforts were made to develop countermeasures. At first, the supersonic interceptor aircraft were produced in considerable numbers. By 1955, most development efforts shifted to guided surface-to-air missiles. However, the approach diametrically changed when a new type of nuclear-carrying platform appeared that could not be stopped in any feasible way: intercontinental ballistic missiles. The possibility of these was demonstrated in 1957 with the launch of Sputnik 1 by the Soviet Union. This action started the Space Race between the nations.


title: History of aviation

text: In 1961, the sky was no longer the limit for manned flight, as Yuri Gagarin orbited once around the planet within 108 minutes, and then used the descent module of Vostok I to safely reenter the atmosphere and reduce speed from Mach 25 using friction and converting the kinetic energy of the velocity into heat. The United States responded by launching Alan Shepard into space on a suborbital flight in a Mercury space capsule. With the launch of the Alouette I in 1963, Canada became the third country to send a satellite into space. The space race between the United States and the Soviet Union would ultimately lead to the landing of men on the Moon in 1969.


title: History of aviation

text: In 1967, the X-15 set the air speed record for an aircraft at or Mach 6.1. Aside from vehicles designed to fly in outer space, this record was renewed by X-43 in the 21st century.


title: History of aviation

text: The Harrier jump jet, often referred to as just "Harrier" or "the jump jet", is a British designed military jet aircraft capable of Vertical/Short Takeoff and Landing (V/STOL) via thrust vectoring. It first flew in 1969, the same year that Neil Armstrong and Buzz Aldrin set foot on the moon, and Boeing unveiled the Boeing 747 and the Aérospatiale-BAC Concorde supersonic passenger airliner had its maiden flight. The Boeing 747 was the largest commercial passenger aircraft ever to fly, and still carries millions of passengers each year, though it has been superseded by the Airbus A380, which is capable of carrying up to 853 passengers. In 1975, Aeroflot started regular service on the Tu-144—the first supersonic passenger plane. In 1976, British Airways and Air France began supersonic service across the Atlantic, with Concorde. A few years earlier the SR-71 Blackbird had set the record for crossing the Atlantic in under 2 hours, and Concorde followed in its footsteps.


title: History of aviation

text: In 1979, the Gossamer Albatross became the first human-powered aircraft to cross the English channel. This achievement finally saw the realization of centuries of dreams of human flight.


title: History of aviation

text: The last quarter of the 20th century saw a change of emphasis. No longer was revolutionary progress made in flight speeds, distances and materials technology. This part of the century instead saw the spreading of the digital revolution both in flight avionics and in aircraft design and manufacturing techniques.


title: History of aviation

text: In 1986, Dick Rutan and Jeana Yeager flew an aircraft, the Rutan Voyager, around the world unrefuelled, and without landing. In 1999, Bertrand Piccard became the first person to circle the earth in a balloon.


title: History of aviation

text: Digital fly-by-wire systems allow an aircraft to be designed with relaxed static stability. Initially used to increase the manoeuvrability of military aircraft such as the General Dynamics F-16 Fighting Falcon, this is now being used to reduce drag on commercial airliners.


title: History of aviation

text: The "U.S. Centennial of Flight Commission" was established in 1999 to encourage the broadest national and international participation in the celebration of 100 years of powered flight. It publicized and encouraged a number of programs, projects and events intended to educate people about the history of aviation.


title: History of aviation

text: 21st-century aviation has seen increasing interest in fuel savings and fuel diversification, as well as low cost airlines and facilities. Additionally, much of the developing world that did not have good access to air transport has been steadily adding aircraft and facilities, though severe congestion remains a problem in many up and coming nations. Around 20,000 city pairs are served by commercial aviation, up from less than 10,000 as recently as 1996.


title: History of aviation

text: There appears to be newfound interest in returning to the supersonic era whereby waning demand in the turn of the 20th century made flights unprofitable, as well as the final commercial stoppage of the Concorde due to reduced demand following a fatal accident and rising costs.


title: History of aviation

text: At the beginning of the 21st century, digital technology allowed subsonic military aviation to begin eliminating the pilot in favor of remotely operated or completely autonomous unmanned aerial vehicles (UAVs). In April 2001 the unmanned aircraft Global Hawk flew from Edwards AFB in the US to Australia non-stop and unrefuelled. This is the longest point-to-point flight ever undertaken by an unmanned aircraft and took 23 hours and 23 minutes. In October 2003, the first totally autonomous flight across the Atlantic by a computer-controlled model aircraft occurred. UAVs are now an established feature of modern warfare, carrying out pinpoint attacks under the control of a remote operator.


title: History of aviation

text: Major disruptions to air travel in the 21st century included the closing of U.S. airspace due to the September 11 attacks, and the closing of most of European airspace after the 2010 eruption of Eyjafjallajökull.


title: History of aviation

text: In 2015, André Borschberg and Bertrand Piccard flew a record distance of from Nagoya, Japan to Honolulu, Hawaii in a solar-powered plane, Solar Impulse 2. The flight took nearly five days; during the nights the aircraft used its batteries and the potential energy gained during the day.


title: History of aviation

text: On 14 July 2019, Frenchman Franky Zapata attracted worldwide attention when he participated at the Bastille Day military parade riding his invention, a jet-powered Flyboard Air. He subsequently succeeded in crossing the English Channel on his device on 4 August 2019, covering the 35-kilometre (22 mi) journey from Sangatte in northern France to St Margaret's Bay in Kent, UK, in 22 minutes, with a midpoint fueling stop included.


title: History of aviation

text: 24 July 2019 was the busiest day in aviation, for Flightradar24 recorded a total of over 225,000 flights that day. It includes helicopters, private jets, gliders, sight-seeing flights, as well as personal aircraft. The website has been tracking flights since 2006.


title: History of aviation

text: On 10 June 2020, the Pipistrel Velis Electro became the first electric aeroplane to secure a type certificate from EASA.


title: History of aviation

text: In the early 21st Century, the first fifth-generation military fighters were produced, starting with the F-22 Raptor and currently Russia, America and China have 5th gen aircraft (2019).


title: History of aviation

text: The COVID-19 pandemic had a significant impact on the aviation industry due to the resulting travel restrictions as well as slump in demand among travelers, and may also affect the future of air travel. For example, the mandatory use of face masks on airplanes has become a common feature of flying since 2020.


title: History of aviation

text: On 19 April 2021, NASA successfully flew an unmanned helicopter on Mars, making it humanity's first controlled powered flight on another planet. The "Ingenuity" helicopter rose to a height of 3 meters, and hovered in a stable holding position for 30 seconds, after a vertical take-off that was filmed by its accompanying rover, "Perseverance". On 22 April 2021, "Ingenuity" made a second, more complex flight, which was also observed by "Perseverance.". As a homage to all of its aerial predecessors, the "Ingenuity" helicopter carries with it a postage sized fragment from the wing of the 1903 "Wright Flyer".


title: James Murphy (electronic musician)

text: James Jeremiah Murphy (born February 4, 1970) is an American musician, DJ, singer, songwriter, and record producer. His most well-known musical project is LCD Soundsystem, which first gained attention with its single "Losing My Edge" in 2002 before releasing its eponymous debut album in February 2005 to critical acclaim and top 20 success in the UK. LCD Soundsystem's second and third studio albums, "Sound of Silver" (2007) and "This Is Happening" (2010) respectively, were met with universal acclaim from several music review outlets. Both albums have also reached the top 50 in the "Billboard" 200.


title: James Murphy (electronic musician)

text: LCD Soundsystem was named one of "Rolling Stone"’s New Immortals—"currently active (or relatively recently defunct) artists who [they] think will stand the test of time." In 2011, it was announced that LCD Soundsystem would disband with a final show on April 2, 2011 at Madison Square Garden. In the following years, Murphy continued to pursue other artistic projects: some music-related, others not. In early 2016, the band announced a reunion as well as an appearance at the 2016 Coachella Festival, with their fourth album "American Dream" and respective tour following afterwards in 2017.


title: James Murphy (electronic musician)

text: Murphy was born and grew up in Princeton Junction, New Jersey and graduated from West Windsor-Plainsboro High School in 1988.


title: James Murphy (electronic musician)

text: In discussing some of his influences and favorite music with "Rolling Stone", Murphy namechecked the B-52's, the Fall, Yes, David Bowie and Can. He has also named Orchestral Manoeuvres in the Dark (OMD), Bronski Beat and the Smiths as childhood favorites. Murphy was a member of Falling Man from 1988 to 1989, Pony from 1992 to 1994, and Speedking from 1995 to 1997. He was also the sound engineer for Sub Pop band Six Finger Satellite. (Former Six Finger Satellite member John Maclean is now on Murphy's record label as The Juan MacLean.)


title: James Murphy (electronic musician)

text: Murphy attended New York University, where he was an English major but later dropped out. At age 22, Murphy was offered a job writing for the sitcom "Seinfeld" which was then little-known. He did not expect the show to be successful and chose to continue with music instead.


title: James Murphy (electronic musician)

text: In the late 1980s Murphy picked the name Death from Above after seeing a helicopter emblazoned with the slogan in the film Apocalypse Now. He has used this name for various projects over the years including as nickname for a signature PA set developed for Six Finger Satellite during the mid-90s. In 2000 Murphy engineered Northern Irish DJ David Holmes’ album "Bow Down to the Exit Sign "and was introduced to the record’s co-producer, Tim Goldsworthy (formerly of UNKLE). Goldsworthy and Murphy would DJ together on the Lower East Side, doing so with diverse genres of music. They went on to found DFA Records with Jonathan Galkin in 2001. The name "Death from Above" led to a dispute with a two-man Canadian band also using the same name. In response to a legal threat, the Canadian group changed their name to Death from Above 1979.


title: James Murphy (electronic musician)

text: In 2002, Murphy started the electronic dance-punk band LCD Soundsystem, releasing a string of singles through DFA Records. The most successful of these initial singles was "Losing My Edge", which peaked at number 117 in the UK. The band released its self-titled debut album in 2005 to critical acclaim.


title: James Murphy (electronic musician)

text: Murphy's second LCD Soundsystem album, entitled "Sound of Silver", was released on March 12, 2007. In its aftermath, he quipped to "Mojo": "You don't have to work very hard to write an article about us. "Just use the words 'unlikely frontman', 'bear-like', 'unshaven', 'Talking Heads', blah blah blah..."


title: James Murphy (electronic musician)

text: In October 2009 Pitchfork Media named the track "All My Friends" off "Sound of Silver", the second best song of the decade, and a week later, Sound of Silver was ranked at #17 in The Top 200 Albums of the 2000s list. He also has a CD in the Fabriclive CD series, "Fabric Live 36", made in collaboration with LCD Soundsystem drummer Pat Mahoney, released in October 2007. In late 2008 Murphy also announced he is to play bass guitar in Free Energy, a classic rock band, with LCD Soundsystem drummer Pat Mahoney and friends Scott Wells and Paul Sprangers, although this was later refuted by Murphy as a misinterpretation.


title: James Murphy (electronic musician)

text: In late 2009 Murphy moved into film scoring, writing music for Noah Baumbach's film "Greenberg". The soundtrack was released on March 22, 2010. LCD Soundsystem's third album "This Is Happening" was released on May 17, 2010 in the UK and May 18 in the US. The album was recorded over the course of 2009 and early 2010 in the Mansion. April saw the release of the first single "Drunk Girls" with an accompanying music video directed by Spike Jonze. The album is dedicated to Jerry Fuchs (1974–2009), who had performed drums live with the band on occasion as well as having a big part with other associated DFA acts.


title: James Murphy (electronic musician)

text: Murphy announced his retirement from LCD Soundsystem with the release of "This Is Happening", and made his last television appearance under that name on February 14, 2011, on "The Colbert Report". His last concert at Madison Square Garden was simulcast streaming on Pitchfork Media's website on April 2, 2011.


title: James Murphy (electronic musician)

text: In July 2012, "Shut Up and Play the Hits", a documentary film about James Murphy and LCD Soundsystem's final concert, received a limited theatrical release in the US and subsequently in UK cinemas and on Blu-ray and DVD. The film follows James Murphy over a 48-hour period, from the day of the band's final gig at Madison Square Garden to the morning after the show. The film also features intermittent segments from an extended interview between Murphy and pop culture writer Chuck Klosterman.


title: James Murphy (electronic musician)

text: In October 2015, over 5 years after the band's third and previously final album, "Consequence of Sound" reported that "multiple sources" confirmed LCD Soundsystem's reunion in 2016 by headlining multiple "high-profile music festivals in the US and UK". The report was also confirmed by "Billboard" the same day, but quickly after these rumours, DFA Records label manager Kris Petersen denied the reunion of the band, with DFA co-founder Jonathan Galkin seconding the denial in a "Pitchfork" article.


title: James Murphy (electronic musician)

text: However, on December 24, 2015, the band contradicted these denials by releasing a new single, "Christmas Will Break Your Heart". After the new single, on January 4, 2016, LCD Soundsystem confirmed that they would be headlining the 2016 Coachella Festival. The day following on January 5, 2016, Murphy confirmed a new studio album in 2016 in addition to other unspecified appearances. Murphy credits David Bowie for helping convince him to reunite LCD Soundsystem.


title: James Murphy (electronic musician)

text: On May 4, 2017, Murphy announced two new LCD Soundsystem singles entitled "Call the Police" and "American Dream" were to be released at midnight, coinciding with their performance on "Saturday Night Live". He also said that the album was nearing completion. "American Dream" was released on September 1, 2017 through DFA Records and Columbia Records.


title: James Murphy (electronic musician)

text: After the disbandment of LCD Soundsystem (between 2011 and 2015), James Murphy pursued other artistic projects including remixing, directing, developing his own espresso, producing, and putting out footage and audio from LCD Soundsystem's final show. Murphy has stated that dissolving LCD Soundsystem has made it possible for him to experiment with other projects. "So [these projects] [become] possible, which is incredible. I get to do all this crazy shit – and if I ever wanted to be in a band again, I can probably figure that out." He has also stated how much time the creation of an album takes and that time can be spent doing other activities. "I wouldn’t have a record coming out in April if I had done all [these projects]. It’s impossible. And if I had a record coming out in April, I would have been fucking invisible for two years.” Though Murphy has illustrated a great freedom with his spare time after the band, he also “miss[es] it a lot [at times]”.


title: James Murphy (electronic musician)

text: In 2003, Murphy worked with pop singer Britney Spears on her album "In the Zone", but the collaboration was unsuccessful. According to Murphy, "It was very strange – we were both lying on the floor, head-to head, working on lyrics in a notepad. She seemed eager to please, but it went nowhere. She went to dinner and just never came back." A track from their collaboration was leaked online in 2006.


title: James Murphy (electronic musician)

text: Murphy worked on Arcade Fire's fourth studio album "Reflektor." A Win Butler interview conducted by "Rolling Stone" revealed that he thought of LCD Soundsystem "like New Order and the B-52's". He continued to state that Arcade Fire are influenced by bands that have also influenced LCD Soundsystem. A collaboration between Arcade Fire and James Murphy has been intended since Arcade Fire's sophomore album "Neon Bible," however time conflicts prevented such a collaboration. Though Murphy has regularly stated in interviews that he "didn't do that much" to help Arcade Fire, he has said that he worked the most extensively on the song "Awful Sound (Oh Eurydice)". Butler predicts that the band and James Murphy will collaborate again in the future, as he feels "like [they] have more work to do".


title: James Murphy (electronic musician)

text: Together with David and Stephen Dewaele of 2ManyDjs and engineer John Klett, Murphy designed Despacio: a formation of eight McIntosh speakers stacked to eleven feet. The idea for the system came from Murphy and the Dewaele brother's dissatisfaction with the evolution of DJ culture and how DJing has become more of a “show-spectacle-type scenario” and has departed from the days of people dancing in the dark with little attention to the DJ. The design is “designed for really immersive listening”. The reason behind creating and performing with Despacio is to encourage DJs to implement a similar sound system, altering the course of DJ culture to its dance roots.


title: James Murphy (electronic musician)

text: James Murphy has been attempting to change the sound of the New York turnstile beeps since 1999. Murphy has described the current turnstile sound as of 2014 as a “dissonant rubbing-Styrofoam-on-glass squeak” that is “horrible”. Because the Metropolitan Transit Authority plans to update the system by 2019, Murphy has proposed his turnstile plan that would have each turnstile harmonize with others by emitting three-to-five note sequences. Installing new sound chips will be an easier task during the renovations. Murphy feels that the more pleasant sounds will also help people's attitudes toward taking the subway. He believes that people will "feel a nostalgia" for certain destinations when hearing its unique melody. Murphy is prepared for the responsibilities if the idea is green-lit by the MTA and would be “broken hearted [if it doesn’t happen]”.