Octave Chanute in the 1890s
Pilcher’s glider, the Bat,
which was built in 1895 and
similar in design to Lilienthal’s
but without a tail assembly, was less dramatic
in its appearance but more aerodynamically efficient. With
the flight experience gained on Lilienthal’s glider, Pilcher
built several others, including the Hawk, which included a
tail unit with a hinged surface controlled by the pilot and
a wheeled undercarriage with dampening springs to absorb
landing shock. Pilcher then turned his attention to
propulsion and calculated that an engine weighing forty
pounds (18kg) and generating 4 horsepower (not yet in
existence, but within reach) could keep his aircraft in
flight although it would be insufficient for an unassisted
take-off.
Pilcher never got to test his aircraft engine. In
an effort to generate interest and gain investors, he
exhibited the unpowered Hawk in Leicestershire, England, on
September 30, 1899. In flight, the tail assembly broke, and
the craft crashed.
Like Lilienthal, Pilcher
died a day after crashing; he was thirty-two. During the
nineteenth century, while aviation research was pushing
forward in Europe, nearly nothing constructive was happening
in this area in the United States. Although there was
interest in flying, and patent offices in the United States
and around the world were swamped by fanciful designs for
flying machines, very little in the way of research and
experimentation was going on.
The country was still
expanding to fill its borders, securing its footing in the
community of nations, and lunging toward industrialization.
However, in the 1 890s, this situation turned itself so
completely around that in 1892 the French-Egyptian
experimenter Louis Mouillard commented, “You Americans are
clearly in the lead in the aviation movement."
Chanute poses with William Avety’s model of the
Katydid, one of three
designs tested near Lake Michigan in the summer of 1896.
These tests
showed that the increased lift provided by multiple wings
was offset by
the weight of the structure required for stability.
Credit for this leap goes largely to
two men working to quietly and independently: Octave Chanute
and Samuel Pierpont Langley. Octave Chanute (born Chanut,
but he Americanised the pronunciation of his name by
adding the e) was born in France, but the family emigrated
to the United States in 1838. Octave joined a railroad crew
where he apprenticed himself to Henry Gardner, the engineer
for the Hudson River Railroad, and in a few years developed
a reputation as an outstanding engineer in his own right. He
served as president of the fledgling American Society of
Civil Engineers and chaired a committee that devised a
rapid-transit rail system for New York City. The political
pressures with which Chanute had to contend, following on
the heels of his heroic but frustrated efforts to improve
the scandal-ridden Erie Railroad, caused him to enter a
period of depression and exhaustion. This prompted him to
tour Europe, where he could relax, and it was on this tour
that he was exposed to the work being done there in
aviation.
At the turn of the century, it was
clear from Such surveys
what the expectations were for the competing designs: the
multi-winged machines of Lilienthal and Chanute were more
exciting
than the airship designs of the day, but Langley’s powered
machines
showed the most promise.
Flight was never more than
a hobby for Chanute, but his interest was to remain avid for
the rest of his life and he was among the first to think
seriously about the aerodynamic effects of wind on roofs,
bridges, and railroad locomotives. Upon his return to the
United States, he moved to Chicago and continued his
engineering work.
Chanute was continually
recognized as making important contributions to the
country’s westward expansion, so when his history of flight,
Progress in Flying Machines (based on articles he had
written for the Railroad Engineering Journal), was published
in 1894, it was widely read and considered a serious work.
In this work, Chanute summarized all aviation efforts to
that time and made some pointed suggestions as to the
avenues along which serious experimenters might proceed.
Progress in Flying Machines, along with Lilienthal’s work,
was studied carefully by the Wrights, whose respect for
Chanute, based on this work, was so great that the brothers
corresponded with Chanute and later they became friends. At
the age of sixty-two, Chanute decided to take his interest
one step further and experiment with building and flying
gliders himself.
Too old to fly himself, he
sought out young men with engineering talent and assembled a
team consisting of August M. Herring, a New Yorker who had
already built several moderately successful Lilienthal-type
gliders; William Avery, a Chicago carpenter who was building
a glider to Chanute’s specifications; and William Paul
Botusov, a Russian immigrant who claimed to have built a
successful glider along the lines of Le Bris’s artificial
birds.
In June of 1896, Chanute set up camp along the duned
southern shore of Lake Michigan, east of Chicago, and that
summer his group tested a number of gliders (under the full
view of reporters who filed almost daily reports on the
group’s progress). First they tested a glider Herring had
already constructed—with financial backing from Chanute—on
the Lilienthal model. However, they found it difficult to
fly and capable of only short hops of no more than 116 feet
(35m). In the meantime, Avery’s workshop back in Chicago had
completed a multi-wing glider, the Katydid, so named because
of its insect-like appearance, and brought it to the test
site. The craft had six pairs of wings, arranged on a
central frame and pivoted so that the wings could adjust and
bring the aircraft back into trim no matter what the wind
conditions.
Experimental glides with
the wings in different configurations resulted in a craft
that was safe, stable, and manageable even in winds of
twenty miles per hour (32kph), though not capable of longer
glides than Herring’s machine. On July 4, the group
disbanded and returned to Avery’s workshop to use what they
had learned to build three gliders: a version of Butusov’s
glider (dubbed the Albatross), an improved version of the
Katydid, and a new craft designed by Chanute and Herring. At
the end of August, the group returned to the testing site
with all three machines.