PB 111633

ROTARY WING AIRCRAFT

HANDBOOKS AND HISTORY

SPECIAL TYPES OF ROTARY WING AIRCRAFT

BY

EUGENE K. LIBERATORE

i

VOLUME 11

-

ONE OF A SERIES OF 18 VOLlttES EDITED BY

EUGENE K. LIBERATORE

PREWITT AIRCRAFT COMPANY

CLIFTON HEIGHTS, PENNSYLVANIA

AND PREPARED FOR

WRIGHT AIR DEVELOPMENT CENTER

AIR RESEARCH AND DEVELOPMENT COMMAND

UNITED STATES AIR FORCE

WRIGHT-PATTERSON AIR FORCE BASE, OHIO

UNDER CONTRACT NO. W33-038ac-21804 (20695)

-

DISTRIBUTED BY

U. S. DEPARTMENT OF COMMERCE

BUSINESS AND DEFENSE SERVICES ADMINISTRATION

OFFICE OF TECHNICAL SERVICES

WASHINGTON 25, D. C.

$k WCLSR - 148

t u ... ....

1954

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Engln. library

TL

116

i G9 CONTENTS

V.n

I. INTRODUCTION Page

H. SPECIAL TYPES

'A. Cyclogiros 2-40

B. Magnus Rotor Craft 4l - 50

(And Rotating Vane Aircraft)

C. Ornithopters 5l - l05

D. Other Configurations l06 - l3l

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INTRODUCTION

A. Scope

This volume contains an account of some miscellaneous types of air-

craft that may be included under the heading of rotary wing aircraft.

The volume is divided into parts which deal with:

Cyclogiros

Magnus Effect Rotorcraft

Ornithopters

Other Miscellaneous Types

In each part the information is given in alphabetical order according

to the name of the company or designer.

B. Acknowledgments

Cooperation of the following sources is acknowledged for their

generous contributions and assistance in preparing this volume:

1. Capt. R. N. Liptrot, British European Airways

2. Library of Congress, Messrs. A. Renstrom and P. Beck

C. Preparation

This volume was prepared and edited by Eugene K. Liberatore, Prewitt

Aircraft Company.

The project of which this volume is a part was initiated by the Air

Technical Intelligence Center. It was continued to completion by the

Wright Air Development Center, under supervision of Messrs. B. Lindenbaum

and W. Oleksak.

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H. SPECIAL TYPES

A - CYCLOGIROS

Table l represents five general classes of cyclogiros. The

illustrations for each class show four positions of the blade in the

course of its rotation. The left illustration shows the blade traveling

a circular path and the right illustration shows the circumferential

path as a straight line.

l. Class l - Cyclogiro

In this class, the blades pivot about their own axis through a

small, positive and negative angle. The same edge of the blade is

always presented to the wind.

2. Class 2 - Cyclogiro

In this class, there is a pitching motion between 0 and l80

degrees in the direction of rotation. In this region, the lifting force

is produced. In the latter half of its rotation, the blade is set to

offer a minimum of resistance until it arrives at the position for the

next lifting stroke. Note that in this class, both edges of the blade

alternate in serving as the leading edge.

A variation of this motion is shown in Class 2a. Here, the

blade always remains parallel to the horizontal diameter. The blade

surface is made up of flapper valves so the air may pass freely through

the blade on the upstroke.

8. Class 3 - Cyclogiro

In this class, the blades rotate and pivot about an axis at

right angles to their span axis. The lift is produced in two quadrants

and is feathered in the other two. The right illustration shows a view

looking in from the blade tip.

4. Class 4 - Cyclogiro

In this class, the blade remains parallel to the horizontal

diameter for the first two quadrants. Near the half revolution point,

the blade rotates about its own pitch axis so that it will present the

same leading edge for the following down-stroke.

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5. Class 5 - Cyclogiro

Here the blade makes one-half a revolution for each revolu

tion of the rotor. Note that both edges alternate as the leading edge

of the blade.

The specific types of cyclogiros presented here are listed

in alphabetical order by the name of the inventor.

Of particular historical interest is the work of Congreve in

l828. The magazine article is presented in full as it was written by

the noted engineer.

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A CYCLOGIRO CLASSIFICATION

FoR.

MERlrvlCt Cg>t^t>|TtoM ILLUSTRATED

? ALL C LASSES.

3feO z~\e> loo ^ o

AxtiTOOe oF BLADES \AJiTR

CiRc-LE'A, PEMEb To FoRM

A STRAIGHT LimE"

CLASS-1

O 3feo

3feO CTO l8o

3t>o -2TO \8o

CLASS-5

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mode, l828 M. CONGREVE

The following account from the British "Mechanics Magazine" is perhaps

the first on record of a cyclogiro design. The author was the famous l9th

century rocket expert, Congreve. (W.C.)

MUSEUM, REGISTER, JOURNAL, AND GAZETTE.

No. MO.]

SATURDAY, MARCH SI, int.

[Price*/.

AERIAL CARRIAGE."

AUIiL ClmMliM*.

An htftmrf taU Uu PtimhiHtf sf Man

. raising hmuel/ tar* Ike Air tf tks

Application f kis men Power.

In endeavouring to imitate the actions

of animated nature by mechanical means,

we are naturally induced, la the Ant

lnstance, to make those movements the

guide of oar proceedings as much as pos-

sible. ld accomplishing this, however,

we And great obstacles, 1st, From the

difficulty of analysing the actions them-

(elves, which are the objects of our imi-

tations; 2dly, From the complicated -

connexion that exists between the will

and all animal power; which it is im-

possible ever to ottaln in pure mecha-

nical operations: thus, in flying, when

we examine and compare the structures

of the wings of birds with those of the

insect tribe, although, in the Arst, tbere

can be no doubt as to the reciprocating

motion of the wing; still, in the latter

ense, it is very doubtful what description

of vibration takes placesince it appears

that the Ane Almy substance which forms

the interior of the membraue of the wing

of the beetle, and other such cumbrous

insects, is scarcely capable of a similar

action to that given by tbe wing of a

bird; at the same time, that the velocity

given by this action is so great, that it is

impossible to form any opinion of it by

observation. Tbe velocity ol the flight

of these heavy insects, compared with

the very small area of their wings, forms

ona of the most carious parts of this

great problem of nature. The buz created

in the operation resembles much more

the noise; produced by a rapid rotary

motion than that of a reciprocating one;

and, indeed, it may be almost pronounced

impossible to be produced by tbe latter

alone. Hence, tberefore, it seems pro-

bable, that this motion is a combination

beieen a rotary and a reciprocating

actionthat is to say, that a very con-

siderable degree of angular motion, per-

haps as much as 90 degrees, takes place

at every stroke of tbe wing, producing

a sort of sculling movement, by which

the air is allowed to escape in the return-

ing stroke, not otherwise provided fur in

these wings, though in those of tbe bird

it escapes through the feathers, which

act as valves.

From tbese reflections on the subject

of the beetle,s wings, it seems fair fa

conclude that nature has not lost sight

of the rotary motion in this great pro-

blem. From the difference of bulk, ln

tbe body of the beetle and tbe bird, as

compared with the sizes of their rupee-

YOU Oh

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MODEL

l828 Mr. CONGREVE

MRU 41 fUMMWi

tlv* wtifi, K Is iotat tka not

effect ls produced bj thU partial rotation

of the wlflg of th* former. ln attaint-

ing, toe re k>f, to solve thU problem by

artiflcial means, ww snort sot neglect

toe example before na; and l an con-

vinced w shall dnd, In conformity with

that example, that smaller lurfecee, thua

applied to the bodies of men, will produce

greaier affect by a rotary motion than

in any other way.

No attempt bas hitherto, l belleTe,

been made to raise the body lnto the air

by nrfaoes impinging by this descriptlon

of movement; and the difficulty of gtr-

lng sufficient velocity to large surfaces

by meana of a reciprocating action bas,

probably, been the cause of the coutant

failure! that haTe hitherto taken place.

Now, in producing the required impulse

upon the air by rotation, art will be

found to haie greatly the advantage over

nature. Since toe approximation to this

motion in the fly,s or beetle,s wings, la

very limited; while, as regards the pro-

duction of a reciprocating motion in the

wing of the bird, nature has decidedly

the advantage over art.

Under these considerations, therefore,

l shall proceed to develope a plan for

raising the human body in.the air, by a

rotative motion, which, for the reasons

above Riven, l think will be more likely

to produce a successful result than any

thing yet attempted, and which, indeed,

in the course of this paper, l hope to

prove actually capable of producing the

effect intended. The following is the

arrangement proposed:A B C are four

rotary propellers, or wing*, in the form

of paddle-wheels, 'urnitbrd each with

eight vanea of silk, strained on brass

tubes, or other fit materials, forming the

frames thereof. These wheels are

mounted on three uprights G H l, con-

nected with a triangular platform J K L,

on which the person intending to travel

is placed; and from which be will give

the necetsary rotary motion to the

wbeels, and direction to the carriage, by

means which will presently be more par-

ticularly explained. ln the mean time,

the machine may be conceived to be a

sort of aerial phaeton, having the silken

vanes, which are to produce tbe effect of

wings, placed above the body, of due

magnitude and capable of sufficient velo-

city. Previously, however, to calculating

what this sufficient velocity, and what

these dimensions, should be, it will be

necessary to say something more as to

the construction and operation of tbe

wheels themselves. lt is obvious, that

if the vanes wen fixed, as those of a

^^^S|^ SShSBBl

sssssssavaa wwear'WSpaaSf vase wwsvsibbj i^ww

ronnd would ptvaSneo no stflbnt waasssvwr

to ralaa or propel toe machine. Tbay

most, therefore, be so ou Detracted that

their planes may ha always parallel to

Mb other as they revolve \ mat was

plan* of their eosnam paralMlasn ad.

joetohie at pleaanr*. A very si male ssaaJ*

of effecting this will here after be *>

plalnad. By this parallelism of tba vasaa,

their mrfssas are, to wUMtm to the

above arrangaussnt, so eeh,swtad as to

allow the atr to paaa tbrwagh to owe

direction by tape, wbMo It ls preventad

fro* passing by tbe etoatag of theee lap*

on tbe otter: it ls evtdeet that whoa

these mar wheels are made to revolve,

there will always be a certain quantity

of impulse, or stroke upon the air, given

by tbesa in any one direction, agreeably

to tba arTwasnMMOt of tbe plane of pa.

ral'.ellsm. Tbos, if tbe vanea are so set,

that in revolving they shall be parallel

to tba horizon, then will the whole of

their impulse, or stroke upon lb* air, be

perpendicular to tbe horizon, and thelr

whole tendency be to raise the machine

perpendicularly) while, if the plana of

parallelism be so adjusted as to make an

angle of 45 degrees wlth the borizon,

then their Joint tendency will be to ad-

vance the machine one foot horizontally,

for every loot lt rises perpendicularly l

and thus, therefore, it is evident that the

angle of flight may be regulated either

from the perpendicular direction to the

horizontal, or to any angle above or

below; and that a continued impulse

may be obtained by means of a ro-

tary motion, in any given direction, and

to any extent of force, according to

tbe position, magnitude, and velocity, of

these vanes.

lt should be remarked, that, in calcu-

lating tbe effect produced by these pro-

pellers, only half the number of vanes,

whatever that number may be, will act

at the same insiant { on* half only of

them striking downwards, so as to pro-

duce a positive ascensional force; while

the other half moving upwards, tbeir

flaps are opened so as to a.'low the air to

escape, and thelr effect is, therefore,

merely negative. Tbe ecilng surface of

such a propeller, containing flu square

feet, would, in faci, be only 40. Thus,

in figures 1 end 3: in fig. S the van*,

No*. 1, t, S, 4, are efficienl.ln producing

an asccnioival motiun; while Nos. 3, V,

1, anil ft, are negaiive, by the opening of

tbeir flaps. ln fig. 3, the vanes being

set to act constantly at 49 degrees with

tbe horizon as the wheel turns i rum A to

through tbe same space; tba vanes 5, 6,

1, and ft, will, as before, open their flaps

and become negative.

The mode of constructing these pro-

pellers, so that they may be made to

revolve wlib thrir vanes parallel, aud that

their parallelism may be varird at plea,

sure, is simply as follows:Tbe wheal

P, P, fig. 4, must be made to revo.va

by a socket oo a fixed spiudla S.

1'be vanes elso, whatevrr be ttieir num-

ber, must be made to revolve lreely at

tbe end of ihe radii P P. At the end of

the spindle S, must bo placed an arm A,

which may be nude tu rivulve upon tb*

spindle, so ns tu be fixed at an} desired

angle. A puint C. uo the arm, must bo

assumed as a second centre, from wl lob

revolving rods oi cummuniuoiion mm be

carrird to one of the corners, C C C C,

of tbe diflVrent vanes ; and with this con-

struction it will be evident, that if the

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MODEL

l828

MFR .

CONGREVE

8

aeeondcentre Cbe fixed ta . .

cular line above the end of the 4Mb 8,

*\nui cmusi.

and lt considered (bat there b nothing

inconTeoient either ln the dimensions of

the prefab tbeaaaaives, or la the Telo-

city of tbalr motion j and If the die.

atari of these rotative propellers be

twelve feet, their tun will not only be

at a efficient data ace to act with fail

effect, but one revolution of each, par

second, will gtte the required Telocity of

10 feet.

The only rtmainlof coariaaratioa. ie,

whether a man,s power h "efficient to

1 theae propallere j and

all eltoations perpendicular to too hori-

lon; while if the centre C be placed ho-

rliontal with reepect to the spindle 8, the

vanes will rerolre, in all situations, pa-

rallel 10 the horizon; and again, if the

arm A be eat at 45 degrees, then the

vanea will revalve, in all situations, at an

angle of 43 degrees.

l snail now, therefore, proceed, as the

next >tep, to calculate what their magni-

tudes and Telocities should be. lt ba

bean ascertained that a current of air

moTing at the rate of 100 feet per

second, and impinging on a snrface of

one square foot, would bold about 13 lbs.

in eewtfine. In other words, a surface

of 1 foot square, impinging with a Telo-

city of 100 feet per second, would sustain,

ln like manner, a weight of 13 lb*, in the

air 1 so that if we suppose a man, with

the apparatus above described, to weigh

about 300 lbs., it would require 80 square

feet, rnoTing at the rate of 100 feet per

second, to sustain lt. Should it, how-

ever, be considered that this Telocity is

too great to give to a machine constructed

of materials such as those aboTe described,

the velocity may be reduced by increasing

the surface as toe squares; and it will

accordingly be found that 80 square feet

would be sufficient for the area of the

propellers, supposing them to rerolre at

the rate of 30 feet per second; in which

ease they might consist of four vanes,

each Ave feet long by two feet wide;

which is evidently not an inconvenient

surface to put in motion. lt may, bow-

ever, perhaps, be still considered that 30

feet is too greet a velocity to aitempt;

if therefore these propellers be made with

eight vanes slmilnr to those shove men-

tioned, instead of four, it will be found

that a velocity of 36 feet per second will

be sufficient ,to raise. 300 lbs. ln the alt j

give this velocity to t

of this, l oonceire, 00 doubt can exist.

The measure of effort required to pro-

duea this velocity, map be estimated ae

the weight actually sustained by it in the

air. Now it ia known that the power of

a man will raise ftOOibs. weight through

tan feet in a minutethat ls to say,

300 lbs. through four laches ln a (second

with the same effort on the part of the

man which is commonly assigned to him

as the measure of bis bodily force; that

is to say, the raising of 000 lbs. through

10 feet ln a asinuta. This velocity is

certainly not vary considerable; never-

theless, such a machine would bar* an

ascensional power of twenty feet in a

minuteallowance being mode here,

as throughout the foregoing, for friction,

and the yielding nature of the medium

ln which it acts.

By flg. 1 it will be seen that the per-

eon working this machine is supposed to

give the necessary rotary motion to the

propellers, by a winch upon the stage on

which he stands. On the stage also, he

will have the power of steering the ma-

chine by meens of a tiller R, turning the

upright l, which carries the two fore

wheels C D; thus giving any requisite

- obliquity between the two fore propellers

and the two hind ones. At the same

time also, by ropes 1, S, flg. 1, he will

possess the power of shifting the arm A,

described on fig. 4, so as to render them

either purely ascensional, or partly ascen-

sional and partly progressive.

lt appears, therefore, that we are war-

ranted.in concluding that this great and

lopg sought-for desideratum is attainable,

but that means entirely different from

those hitherto resorted to must be put in

force; that is to say, a continued and

very rapid action upon the air, which can

only be obtained ejr a rotary matin,

certainly not by a reciprocating onethe

only method hitherto attempted. lt may

also be observed, that Ufa powers of such

a machine might he very greatly in-

creased in proportion to the bodily force

employed, by making tt capable o( being

worked by more than ona pat win {

the weight of aoeb a machine, capable of

carrying ten awn into toe air, need not .

by any mean* bo ton tiroes as grant as

that required for carrying onsy one hence;)

therefore, by multiplying the numbers,

an excess of force might be attained to

increase the rapidity of flight to a very

great extent: upon which principle, also,

it Is perhaps not going too far to suppose

that elementary power may ultimately be

lntroduced for working such an angina.

With respect to the dangers of

travelling in an aerial machine, they are

not much greater than those of travelling

by laudcertainly not so great as those

of travelling by water; since the altitude

to which the machine would be required

to be raised, would not necessarily be

greater than that of an oatside pas-

senger by a stage coach. The great

security of Ibis machine would be, that

however great the storm in which it

moves, and however great the velocity,

it would be subject to none of those

dangers which in ordinary navigation

arise from the contending elements of

wind and water. An aerial carnage,

capable of supporting itself in the air 13

or 20 fact above the surface of the

ground, might travel at the rate of above

sixty miles an hour, with all the ease and

steadiness with which it would glide

through the air. It would have nothing

to dread from its height above our sur-

face, nor from the badness of roads.

Neither loreat, nor river, nor mountains,

would oppose the progress of the navi-

gator in the air: like the water-fowl, he

would skim in the tempest over the

billowa of the ocean, reckless of their

fury. He would pass, nnconsetous as it

were of motion, with the velocity of the

wind. This, it is true, epplles only to

the supposition of travelling with the

wind; but as the machine is |capab!e of

great powers of positive motion, it may

be made to travel against a strong wind,

and must therefore be constructed of suf-

ficient strength to resist toe force of that

element. It ls not, however, from the

action of the wind that the ship suffers in

ordinary navigation, but from the com-

bined action of wind and water; and

from this the traveller in the air has

noihing to dread.

We must not, however, conclude this

peper, without saying a few words 00 tho

subject of the power* of flight, which

our machine possesses, against the wind.

It be* already been stated.'.that if toe

materials were such that the Telociiy of

these propellera might be doubled, their

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o .M.

iad

a sn omi ,nbvub torr!nba iHI

ro ,gam nt ro *nln Xrrtc dlnom e,niXg j

. rejuni euob-eorthebt bflat ,anibjam ahij

,ama^nm abt n dnooaa rap taaj *o ,eroj

orabt,r1inaolia itlpaw)nac ot taJao

a* wo,* *ilth /Cna paoiab laj ,rus

-Jtab *i itpolM thix pno3M lad >mj

/. HI . Bll)na ot (MMON rMod aqt daoiaq

,reaop of eteen lsbt ib aa*i* eaibi

4a abt fo X)po|u ailasaiaarp aqt ,tiej

aranbs o| ab o) rla abt of eoaatspar

eq| ot peeopn eniocaos abt fo anjrus

aqt SaawMiN eeejt niv* fo ia*od ath nda

,taaj aranbf 0? fo **ra Kuinitar aqt fo

nonatnpmoc het mofr tslnsar boib* tath

ab him r,ajtop slth ib ablintata ,iticoie*

amuilxvai ath joj idoocaa rap jaaj ZL

01 pmba he nouooj ia|nozriob abt

tabt ,taaj 09 ab 01 rla abt nola8a aoibs

-am ath fo ancatspar fo aaja aqt gns

i

-oppns ,pnnoj aq tl ,anibcam aqt nl

noiteas pstao>|rob a 10 ooncnporp ath in

jamod s|qt jo tnaaJolpuw abt ot patoj.

-ad b ipjqi qoiqm fo sjrqija eloq ath

,ranadojp lanopipda aa qn* dail

MODEL Mm.

IERS 10

CALDWELL

Jonathan E. Caldwell, the American inventor, has been associated with

the development of unorthodox rotary wing configurations for a number of years.

Figure l shows the cyclogiro he produced during the early Thirties.

Caldwell received considerable publicity in l949 when the "Grandaddy of

the Flying Saucer" was supposed to have been found in a tobacco shed in Mary

land. He is presently living in Manhattan Beach, California, and is engaged

in the development of a new cyclogiro. This version was reported to have

flown at Oxnard, California.

Characteristics:

Powerplant: "Jeep" automotive engine

60 HP approx.

Rotors: Laterally disposed on a conventional

fuselage

Diameter - 8 Ft.

Blades per Rotor - 3

Length - 20 Ft. each

Projected Area per Rotor - l60 Sq. Ft.

CLARKSON MODEL l9l0

A cyclogiro was designed and built by Joseph Clarkson in l9l0. The four

bladed rotor was 8 feet in diameter and lifted l2.5 pounds on 4 HP, giving a

power loading of 3.l2 pounds per HP.

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MODEL MF.

H. OTHERS ll

HAWKINS MODEL l933

A Hawkins cyclogiro was reported under development in l933. The craft

resembled the Koch machine described elsewhere.

HORNE

Around l9l0, James A. Home of Denver, Colorado, developed a "Home-

speed" propeller which was intended for a flying machine (Figure l).

A reduced model of the rotor was built and tested, driven by a l/3 HP

motor, but nothing came of it. (See U.S. patent 985,034)

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Model wn. IRVINE

12

The Irvine "Aerocycloide" is a project of l909. However, details are not

available.

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MODEL **r*.

JOHNSON

13

The "Omnivator" was a machine built by E. R. Johnson for the l925

British Air Ministry Helicopter Competition, first prize being 50, 000 English

pounds. The requirements included a hovering flight of half an hour in a 22

MPH wind and a climb to 2l40 feet.

Johnson's machine was built to hover and fly in any direction. The result

of this development is not known.

The Omnivator

The invenior of this machine. E. R. Johnson,

claims ii will ascend, descend, move forward,

backward, or remain siationary in the air. Ii

will compete in the Briiish helicopter coniesi.

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MODEL

MFft.

KIRSTEN

14~l

For a number of years Prof. Kurt F. Kirsten of the University of Washing-

ton has worked on the design of a "Cyclocopter". The novel features of this

type (Figures l and 2) were the use of rotors alone for stability, propulsion

and control. In addition, the blades were mounted cantilever fashion to elim-

inate much of the drag producing structure that would ordinarily be used to

support the blade tips (See U.S. patent 2,090,052). Figure 4, from this patent,

shows the rotor drive mechanism. The rotor is driven through gear l3. Gears

22 and 27 are provided to permit rotation of the blades about their own axis,

once for every two revolutions of the rotor, and in an opposite sense. Rotation

of the worm gear, 20, changes the pitch of the blades.

A wind tunnel model was built (Figure l) and tested. The test results were

published by the University of Washington. A full scale ship was never built.

.'

(

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MODEL MF.

The cyclogiro rotors developed by Gustave Koch of Munich were intended

as propelling devices on aerostats. (Figures l and 2) Each rotor consisted of

8 blades that made half a revolution about their own axis for each revolution

of the rotor.

Improvements in the design were outlined in l897, and later, a rotor was

constructed and tested with the financial support of the Mascninenfabrik

Augsburg and others. However, the rotors were of insufficient size to prove

useful. The rotors intended for the aerostat were to be l9.7 feet in diameter

and turned l20 RPM.

Qnerarhniti.

a Ballon.

b BalonhOlle (an Stella d> Ketmmfa).

c Maschinenranm and Kajtte.

d Flfigel der Triebrader.

e Veranda.

f Tregerahmen.

K Oas- and Luftkanal.

h Triebrader.

i Motor.

k Luftpumpe.

1 Sicherheitsveniile.

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The illustration shows the m

achine built in France by Jean-Baptiste Laisnez and Charles

Wilfart in 1905. The tw

o rotors each consisted of three arms. These arm

s held small blades

which opened and closed to form

a flat surface on the lifting stroke. The development w

as not

successful.

LAtSNET-\AM

V,PM*.T CF*EM

Cm PATEN

T "2>lules.

L aile est forme par deux roseaux

tte,HK? et **e traverse XJ, so-

,lidines tu moyen de quatre

jjigarures i, a, 3, 4.

Fttrto-

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coips p*i des couiroies,

mais d*ns lequel on

peur enirer ei soriir.

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MODEL .

l900

Mm.

BOUSSON

58

The "Auto Aviateur" was built by Firmin Bousson in l900. It consisted of

a number of flapping wings and a tractor propeller. The craft was tested

October, l900 at Avron Plain, but with no success.

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This ornithopter was a German development by Frederick Budig. It consisted of a pair of

curved wings which were capable of telescoping through an arc into a fixed central vee portion.

The telescoping portions pivoted about "a" (See Figure 1). The extending and retracting of the

wings produced a flapping effect. For other details see U.S. patent 2,155,468.

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MODEL

MF.

B. OTHERS

60

BACQUEVILLE MODEL l742

In l742, the Marquis de Bacqueville proposed the use of four wings to

fly across the Seine. He tested the apparatus by jumping from the terrace

of his hotel. About halfway across the river, he fell into a boat and broke

his thigh.

BARON MODEL l9l2

This machine had two conventional wings capable of flapping, located for-

ward, and two bird-form wings aft which produced an "oaring" motion.

BEAVERS MODEL l9l0

The Beavers ornithopter was under construction in Scranton, Pennsylvania,

by D. Beavers during l9l0 - ll, but details are unknown.

BESNIER MODEL l673

Besnier was a locksmith from Sable. His flying apparatus consisted of

two sets of hinged surfaces which worked alternately.

174B. - Marqnla de BACQUEVILLE |

S'.iiu. .liiile. vx knqwlb* i'amiHir , I

ca** la mi*.? en toulani iraier-rr ln S,.in.

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MODEL

MFR .

B. OTHERS

6l

BJORK MODEL l9l0

This machine was built by E. Bjork of Chicago in l9l0 The craft was 32

feet long, weighed 400 pounds, and was powered by a 35 HP engine.

B LA DUD MODEL

Bladud, mythological King of England in 852 B.C., by using feathers,

made a flight which ended in his death.

BODHESATVA

Bodhisatva was a mythological man from India. In prehistoric times, he

made a non-stop flight from Himalaya to Ceylon on a "Flying Horse".

BORGHESE-PARIZZA MODEL l93l

The "Cyclo'Voilier" was a muscle-powered ornithopter tricycle. The

apparatus was tested in Paris during the l930's, and it failed to leave the ground.

BRUNNER MODEL l939

Karl Brunner of Vienna constructed a small flapping wing machine in l939.

Prior to this, Brunner had successfully flown rubber-powered models using

the same principle. Figure l shows th

model Mm. E. OTHERS

BRUSTMANN MODEL l925

This somewhat conventional flapping wing glider was built in Germany

by Dr. Martin Brustmann. In l925, a flight of about 60 feet was made in

this machine.

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unn l92l - 37 MM. CHERANV0SK3

63

Since the conception of the USSR, V. I. Cheranovski has been a leading

engineer in the field of powerless flight. A number of gliders were built to

his designs through the years, the most notable being the parabola flying

wings Of the Thirties. Cheranovski is still one of the leading Soviet engineers

in this field.

In earlier days, he produced some interesting designs for muscle-powered

ornithopter-gliders. The first of this series was built in Moscow in l92l (Fig-

ures l and 2). This machine was a biplane type with articulated wings. The

opposite upper and lower wings were interconnected and given their flapping

motion by means of pilot-operated pedals. The wings had a degree of spanwise

flexibility. This configuration required an assisted takeoff (And a forward

speed) before the flapping thrust could be developed. The apparatus was un-

successful. Contributing to the lack of success were the uncomfortable position

of the pilot, and the means for an assisted takeoff.

In l93l, the Model l6 was produced (Figures 3 to 5). This version was a

220 pound flying wing ornithopter with propelling surfaces located at the wing-

tips. At the trailing edge of the central wings were two movable surfaces which

served as elevators and ailerons. A dorsal fin was added for stability. The

apparatus was strapped to the pilot by a special harness. Originally, the

weight was carried by the pilot, but later a central landing skid was added. It

was intended that the ship would become airborne by an assisted takeoff. Struts

were attached to the tip surfaces, permitting the flapping action (Figure 4).

However, with the flapping hinge located so far outboard, the amplitude of this

motion was insufficient. The problem was complicated by the fact that the fly-

ing wing principle was a new idea.

Perhaps the best conclusion drawn from this project is expressed in

Cheranovski's words: "In drawing up projects of such new experimental machines

like the ornithopter, it is best to avoid simultaneous solution of other problems.'

This design philosophy has been iterated time and again by engineers the world

over.

Around l937, the Model l8 was produced (Figures 6 and 7). This machine

was a biplane ornithopter-glider and, because it was muscle-powered, Cheranov-

ski called it a "Sarcoflier". The principle of operation resembled the l92l

model. A common pivot for the wings was located behind the pilot's head. The

upper right wing panel and lower left panel were part of the same continuous

wing. The other two panels were also integral. This flapping motion brought

the tips of both wings together or moved them apart. The combination of a hori-

zontal flight velocity and a vertical flapping velocity produced an angle of attack

which was large on the wind down-stroke and small on the up-stroke. When the

two upper wings were moving down, the bottom two were moving up. Thus the

greater lift was on the upper pair. In this manner, the lift increment alternated

between the upper and lower set of wings, resulting in a steady lift for the system.

By proper design of the wing incidence, a thrust component would also be pro-

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M0DI, 1921 - 37 M. CHERANVOSKI

64

duced. In this version more attention was given to pilot comfort. The operator

was enclosed in a furnished cockpit. Wing flapping was produced by leg work,

and control of the craft was through a hand lever. The control system was the

conventional glider type (the upper wing having ailerons) except that a twisting

motion of the stick replaced the rudder pedals.

Characteristics:

Powerplant: Muscle-powered

Assisted takeoff

Wings: Biplane, four equal area panels

Total area - l07,5 Sq. Ft.

Span - 26.2 Ft.

Weights: Empty - l5 Lbs.

Gross - 286 Lbs.

Construction: Plywood fuselage

Single spar, rigid wings

Test Results: The machine was flown successfully as a fixed

wing glider by P. A. Pischechev. However,

its performance as an ornithopter is not known.

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model 1908. mfr. COLLOMB

66

Around l908, a flapping wing machine was built by Jules Collomb of Lyons,

France. The ornithopter had two flapping wings that were made up of a

number of hinged surfaces. The "doors" remained closed on the down-stroke

and opened on the up-stroke.

The ship was powered by a 40 HP engine and weighed 550 pounds. The

wing flapping frequency was 3 strokes per second. The span was 39.4 feet, and

the total wing area was 258 square feet. For other data see French patent

374,l26.

mm

%

3G

P 111

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MODEL

XHBS.

67

CANNON MODEL l9l0

This "Flapper" was built by Reverend B. Cannon who, as early as l900,

had the design revealed to him by the Bible. That year, he formed a company

to build a prototype. The machine was unsuccessful.

In May, l9l0, he began work on a new machine "Ezekiel-II".

CAPREDONI MODEL l909

This ornithopter was built by Guarino Capredoni at Genoa, Italy, in l909.

It consisted of a monoplane wing system in which flapping was produced by a

crank. The machine never flew.

CLAUDEL MODEL l864

In l864, Claudel proposed an ornithopter with two rotating wings. The

craft was to be steam-driven.

COULOMB l78l

The well known French scientist, Coulomb, had given Blanchard's flying

machine some thought. It is interesting to record his conclusions on the sub-

ject. In l78l, before the French Academy of Sciences, he stated flapping

flight to lift a man would require wings two or three thousand feet long, and

oscillating at a frequency of three feet per second.

COUSIN MODEL l9ll

Dr. Joseph Cousin of Avignon, France, spent a number of years studying

bird flight. Numerous monographs on this subject were written by Cousin,

and in l9ll, a machine was built. The craft was incapable of flight.

1864 - CLA.UDEL, - A^rv

uei iitftiO]''vir. Si-Umc il':ul#- MUF-

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MODEL.

MFft.

DA VINCI

That Leonardo Da Vinci made sketches of flying machines is well-known.

Presented here are some of his ideas. The reduced model of a DaVinci

machine is the work of Mr. Paul Garber of the Smithsonian Institution

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MODEL

l9l0 ~. DUBOIS-RIOUT

72

This flapping wing monoplane was built around l9l0 by two Frenchmen,

Jean Marie DuBois and Rene Louis Riout. The flapping action was produced

by a central crank. The wings were sufficiently flexible to permit warping

with flapping. Lift and propulsion were obtained by means of the wings. The

power was supplied by a 3 cylinder "Fan" engine.

The machine was unsuccessful. For other details see U.S. patent 1,009,692.

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MODIL MFR. IL QTJHEBS.

73

DAEDALUS

Daedalus was a mythological character who made a successful overwater

flight near Crete, using waxed feathers. He was the father of the famed

Icarus, with whom he was trying to escape.

DAMIAN MODEL l507

In l507, John Damian supposedly attempted to cross the English channel

by use of wings made of hen feathers.

DANDRIEUX

Frenchman, Dandrieux, was a popular l9th century figure because of the

numerous toy helicopters he produced. A muscle-powered flapping wing

machine was also proposed by him, but nothing is known about it.

DANTI DA PERUGIA MODELS l500

Danti Da Perugia supposedly built two flapping wing machines around l500

A. D. In one experiment, he jumped from a church, struck his head against

the roof and fell to the ground. Both legs were broken.

DEGN MODEL l809

One of the earliest heavier-than-air flights was made by Jacob Degn, a

horologist of Basle, Switzerland. In l809, operating a muscle-powered

ornithopter, he rose to a height of 54 feet. Some support was obtained from

a small balloon attached to the apparatus. Actually, Degn lifted only 70 of

the l60 pounds of the device, including the operator. The wings, totaling ll6

square feet in area, were covered with taffeta bands arranged to simulate the

valve action of birds' feathers. The span was 22 feet.

Degn was an international airman, having given demonstrations in Vienna

and Paris during the period l808 to l8l2. IfcJ" ~7$\

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MODEL _

mm. D. OTHERS

74

DEGROOF MODEL 1874

DeGroof was a Belgian shoemaker, who invented a "Beating-wing Filer".

This apparatus was constructed around l874, but he could not find any support

for the project in his country. He eventually went to London. Here he success-

fully drop tested Ms device by using a balloon on June 29, l874. Hoi/ever, on

another trial, he cut loose at about l, 000 feet. The craft immediately collapsed,

and the inventor was killed by the fall.

DE LOUVRIE MODEL l877

The "Anthropornis" was proposed by DeLouvrie in l877. The wings were

driven by a steam or oil engine, and springs were used to aid in lowering the

wings.

D'ESTERNO MODEL l864

In l864, the Count D'Esterno proposed an ornithopter in which the wings and

tail could imitate the motions of a bird.

16M -Comw dESTKHIIO.- Al|..in.ii [

il 'ni nil*, m l qimM |.|ivi*ni imiii* if. ilif-

lffaiii, ni'iufiinmii-il.i J'i'.iu.

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D. OTHERS

DE VILLENEUVE MODEL l872

In l872, the Frenchman, Hureau DeVilleneuve, constructed a reduced

model of a flapping wing machine with a span of 48 feet. The device was used

by the Societe Francaise de Navigation Aerienne for experiments. It was flown

uptoSOFPS.

T:

117*. - KUHKAU 4a VI1XKNEUVE. - mi-

aaiqaa 4oat riu 4m naafiuii t*i iaHiatf p 43r*. Cat gaMprif.

t|

MODEL

MFR .

F. OTHERS

76

FIORENTINI MODEL l938

The Fiorentini ornithopter consisted of two flapping wings and a framework.

It weighed l6. 5 pounds and had a span of l3.l feet. This reduced model was

tested in l938 at Borgaretto and was able to produce flight of about l3 seconds.

The flapping frequency was l0 to l2 beats per second.

FIRNAS MODEL 875 A.D.

Abul Qasim Abbas Ibn Firnas was a mythological character who made a

flight in Spain in 875 A. D. by use of feathers.

FOUIN MODEL

A Fouin ornithopter was described in an early copy of L'Aeronaute (No. 570),

but additional data could not be located.

FUSERI MODEL l909

The Fuseri "Ortoelicottero" was an Italian project of l909.

FuSERl

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MODEL

G. OTHERS

77

GAMMETER MODEL l907

The Gammeter ornlthopter was an American project. The flapping wings

were made of bamboo, covered with silk. Two hinges were used to attach

each wing to the fuselage. Originally, a horizontal flywheel turning at l500

RPM was used for stabilization, but it was later removed. On its first flight,

the ship lifted off the floor developing a thrust of 24 pounds.

Characteristics:

GERARD MODEL l784

In l784, Gerard, a Frenchman, proposed a flying machine consisting of

two bird-like wings and a hull for passengers. Spring-loaded legs were

used for landing.

GIVRAY-GALEOTTI MODEL l908

This ornithopter consisted of two flapping wings. The machine was tested

near Cannes, France, in l908.

GREEN MODEL l9l0

W. L. Green of Monroe City, Missouri, designed a flapper-helicopter.

The fate of this project is not known.

Dimensions:

Weight:

Wings:

Powerplant:

Curtiss, 7 HP @ l200 RPM

Weight - 50 Lbs.

Two

Total Area - l54 Sq. Ft.

Flapping Frequency - 75 strokes per minute

Span - 30 Ft.

Length Overall - l2 Ft.

Gross - 440 Lbs.

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m... HARGRAVE

This combined airplane-ornithopter was built and flown by the well known

British and Australian pioneer, Lawrence Hargrave. Hargrave built a number

of reduced models driven by a compressed air engine with all/2 inch cylinder.

His Model l0 flew 368 feet in l890, and in l89l, Model l3 flew l28 feet in 8

seconds.

In l893, Hargrave abandoned flapping wing studies and produced the stable

box kite. This was shortly adopted by airplane builders seeking a stable wing

system.

The Illustration shows a model presented to the Smithsonian Institution by

Hargrave in l893. The flapping wings were used for propulsion. Each blade

produced a thrust on the down-stroke.

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MODEL mfr. H. OTHERS

79

HAFNER MODEL l909

This machine had a flapping tail that was operated by the pilot by means of

pedals. The craft was 26.2 feet long and had a span of 23 feet. The weight

was 53 pounds. Short hops were made with the apparatus, after which it was

abandoned.

HALL-BORN MODEL l9l0

This combined helicopter-ornithopter was reported under construction in

l9l0. Test results are unknown.

HARRIMAN MODEL l9l0

This ornithopter was under development in the U.S. in l9l0.

HAYN and LEILICH MODEL l9l0

An ornithopter by Hayn and Leilich was reported under development in a

book "Jane's All the World Aircraft" l9l0 - ll. Results of this work are not

known.

HERMAN MODEL l93l

This muscle-powered ornithopter was built by W. H. Herman of San Jose,

California, as a result of twenty years of experimentation. The apparatus was

strapped to the operator's body and the flapping was produced by means of hand

leyers. The operator wore a cap which, through cables, actuated elevators in

the rear. Nodding of the head produced control. The takeoff was assisted;

a trailer carrying the pilot and his apparatus brought the device up to takeoff

speed. The ornithopter weighed 56 pounds and had a wing spread of 36 feet.

The framework was built up of wood with wire bracing, and the wings were

covered with light canvas.

HUTCHINSON MODEL l905

The Hutchinson ornithopter was a development of l905. The wing span was

20 feet and covered an area of 60 square feet. There were l00 flapping strokes

a minute. The powerplant was a 3 HP gasoline engine. The transmission

system consisted of a cone friction clutch and a two stage chain drive.

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MODEL MFR. ICARUS

80

Icarus, the famed mythological character, attempted an overwater flight

near Crete using waxed feathers. He flew too near the sun, and his machine

melted apart. Icarus fell into the sea and was drowned.

MODEL

l9l0

MFR .

JACQUELIN

This ornithopter was the invention of Edmond Jacquelin, a Frenchman, and

is described in French patent 403, 650. The numerous wings were made up

of hinged surfaces which closed on the down-stroke and opened on the up-stroke.

A propeller was used to drive the machine. The illustration shows a reduced

model of the apparatus.

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MODEL.

Mr,. J. OTHERS

8l

JOBERT MODELS l87l - l872

In l87l, Jobert tested a reduced model ornithopter using two flapping wings.

In l872, be built the Jobert "Mechanical Bird" which consisted of "four wings

whose flapping, at the rhythm of a trot, produces the equilibrium of the ma-

chine".

4 Mb.

1 .

'1872. JOBERT.owjiu nivrAiiiijM* ii ijwiitv ailt*. ,

il'm' lh teitt'iMnl.*u rvCuup iig m'i. ]iioiJiiii rnjiiililirc aV

l i'

JORDANOGLOU MODEL l948

Current interest in the flight of insects has been maintained in the United

States by Alexander Jordanoglou

For this type of aircraft, he suggested the word "Entomopter". The illustra-

tion shows the mechanism used in his studies. The device was placed on a

balance to measure the thrust. The wings were driven by a l/6 HP motor. The

tests were limited to a wing cycle of 700 strokes per minute. Results of this

research have not yet been published.

JUGE and ROLLAND MODEL l909

This ornithopter was built in France around l909 by Jean B. Juge and Paul

Rolland of Lyons. Support of the craft was by use of two flapping wings covered

with silk. Each wing was l6.4 feet long. The wings were driven from the engine.

The empty weight of the craft was 66 pounds. The ornithopter was tested on the

ground andfound "satisfactory" according to Rolland. However, he felt the power

plant used was too weak and that at least 40 HP was needed to fly. For other in-

formation see French patent 392, 544.

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The "Orniplane" was designed in the United States by Kemph around 1924. It was made up of

a conventional parasol monoplane with the addition of a lower set of flapping wings. The scale

model, illustrated, was constructed by Paul Garber of the Smithsonian Institution.

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model mf. K. OTHERS

83

KAHN MODEL l925

In l925, Louis Kahn built an ornithopter resembling a dragonfly. A set of

flapping wings were located fore and aft on the fuselage. A 300 HP engine

powered the craft, and it weighed 3520 pounds. It was designed to fly about

ll0 MPH. In addition, it was capable of hovering.

No flights were made with this machine.

KUNOW MODEL l909

The Kunow "Flapper" was reported under construction in l909, as a

result of the inventor's successful work with reduced models. It appears

that the prototype was never completed.

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MODEL MFR.

LILIENTHAL | 8?

LILIENTHAL MODEL l890

In l890, Otto Lilienthal and his brother, Gustave, built a flapping wing

glider which was to be operated by muscle-power. The two wings were

built up of artificial feathers. This apparatus failed to fly.

Another somewhat similar machine was used to determine the lifting capa-

city of muscular effort. The apparatus was rigged up on a set of pulleys and

balanced by a counterweight. By a flapping action, Lilienthal was able to

develop about 88 pounds of thrust. The machine and operator weighed l76

pounds.

LILIENTHAL MODEL l924

This ornithopter was built in Germany in l924 by Gustave Lilienthal in the

Otto Lilienthal Gesellschaft. The craft was powered by a 3. 5 HP D. K. W.

engine. In l928, it was destroyed in a storm. The machine was later put in

the German museum at Adlershof.

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MODEL.

MFR .

L. OTHERS

85

LEBRIS MODEL l857

In l857, Jean Marie LeBris, a French sea captain, constructed a giant

flying machine patterned after an albatross. The wings were powered by the

operator working against the action of a spring. The wing span was 23 feet.

The "Artificial Albatross" was built of ash and covered with canton flannel.

LeBris tested his apparatus near Brest. It was mounted on a cart which was

drawn.by a horse. The craft took to the air, but the operator was forced to

bring it down as the result of a minor operational difficulty.

* t857. LB IRIS. l.'."ii. .it lit*,!in*.iil l'shniwiiwiif

LEFEBURE MODEL l9l2

This ornithopter was generally similar to the De La Hault machine. It had

a span of 29. 5 feet and a height of l3 feet. The fate of this project is not

known.

LINDMANN MODEL l934

In l934, Lindmann constructed an ornithopter-velocipede which was operat-

ed by his own muscle-power.

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MODEL

86

LIPPISCH MODEL l930

During the l930's, Dr. A. Lippisch conducted tests on a flapping wing

glider built in Germany. It was essentially a monoplane glider with articulated

wing tips. The flapping motion was to be produced by the pilot's effort which,

in this case, was estimated to be l HP.

Dr. Lippisch is presently in the United States and is attached to the Naval

Aircraft Factory in Philadelphia.

LOUP MODEL l852

In l852, Michel Loup proposed a flying machine which included fixed and

flapping wings in combination.

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MODEL.

1944

MAULE

In l944, Bedford D. Maule of Ohio successfully flew an ornithopter-glider

of his own design. The wings were operated by a manual system of levers.

In this ship, Maule was able to climb or prolong his flight at will.

The gull wing machine (illustrated) weighed 385 pounds and had a span of

54 feet. Its length was 30 feet. The wings were capable of moving through

a 32 inch arc. This glider required an assisted takeoff.

A second machine was designed by Maule in which the wings could be

operated in a 3 foot arc while it was still on the ground. The builder expected

this version to take off without any assistance.

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Modcl ym. M. OTHERS

88

MAREY l890

The work of the French professor, Marey, is included here because of his

painstaking laboratory work on the flight of birds. This research was conducted

around the turn of the century. One of Marey's important publications on the

subject is "Le Vol des Oisseaux" published in Paris, France, in l890.

McNAIR MODEL l9l0

An ornithopter was reported under development in l9l0 by the McNair

brothers of Peoria, Illinois. The fate of the project is unknown.

MESSINGER MODEL l9l0

This ornithopter project was under development in l9l0. It included two

propellers, one located at either end of the fuselage.

MILLER MODEL l843

In l843, W. Miller of London published a monograph on an "Aerostat worked

by manual power". In this, he described his ideas for a muscle-powered orni-

thopter. The two flapping wings used were made of hollow cane, covered with

oiled silk.

MONTEZEMLO MODEL

The Montezemlo ornithopter was a reduced model driven by compressed

air with a maximum rating of l/2 HP. The span was l5.9 feet, and the craft

weighed 45.7 pounds. The central part of the wing was fixed, while the tips

were movable. During tests, this apparatus flew l2l feet.

MOSSE MODEL l905

The Mosse ornithopter was built in l905. Two flapping wings were located

laterally on a central fuselage.

MURRAY MODE L l9l0

In l9l0, L. J. Murray of New York constructed an ornithopter which utilized

a special power plant.

MYERS MODEL l928

The Myer's ornithopter was built by Robert Myers of Rockford, Illinois,

about l928. Outcome of this project is not known.

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MODEL.

m. O. OTHERS

89

OCHOA MODEL l909

An ornithopter built by V. L. Ochoa was displayed at the Arlington, Vir-

ginia, Flying Meet in May, l909. The lift was produced by two large flapping

wings.

A considerable amount of controversial discussion in aeronautical

journals of the period centered around this machine. The craft was never

flown.

OEHMICHEN

The name of Etienne Oehmichen, the helicopter pioneer, is worthy of

mention here because of the number of years he devoted to the study of bird

and insect flight. Two of his published works on this subject are as follows:

l. Nos Maitres les Oiseau, published by Dunod Company, Paris,

l920, l90 pages.

2. La Securite Aerienne Animaux et Machines, published by

Hermann & Co., Paris, l938, 74 pages.

OLIVER OF MALMESBURY l000 A.D.

In l000 A. D., a mythological Englishman, Oliver of Malmesbury, equipped

with fabric wings, made a jump from a tower. He broke his legs.

OTSON MODEL l9l0

This ornithopter was reported under development in l9l0, but additional

data is not known.

OUTCAULT MODEL l9l0

This machine was under construction in l9l0 by A. S. Outcault of Richland

Center, Massachusetts. It consisted of two sets of "parachute wings" combined

with a cigar-shaped gas bag. The pilot's nacelle was suspended below.

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The ornithopter built by J. B. Passat in Wimbledon, England, consisted of four bird-like

wings movably mounted on the fuselage. The wings revolved at 90 - 95 RPM. Power was

derived from a two cylinder A. B. C. engine rated 10 HP at 2000 RPM. The engine was geared

to turn 900 to 950 RPM or 10 times the wing frequency. During trials the machine lifted 250

pounds on about 5 HP.

Passat's ornithopter was one of the more "successful" machines in this class. However, he had

no provisions for propulsion or control of the aircraft.

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M.Dt_l879 __ mm. PICHANCOURT

9l

The illustration shows a reduced model of the Pichancourt ornithopter

which was built in l879, a time when any kind of mechanical flight was a

rarity.

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MODCL _ 1882 Mf. POMPEIEN

92

J. C. Pompeien (Piraud) of Lyon spent a number of years trying to solve

the problem of mechanical flight. During the late l880's, he devoted his time

to the ornithopter. The illustrations show his proposed machine which he de-

signed to simulate the flight of a bat.

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MODEL MFR. P. OTHERS

93

PEGASUS ll00 B.C.

The famous winged horse of Greek mythology (ll00 B.C.). He is currently

earning a living selling gasoline.

PENAUD MODEL l872

Around l872, the Frenchman, Alphonse Penaud, experimented with a number

of successful ornithopters, each powered with rubber bands. The wings were

actuated by means of a crank.

'1872. FB3f AUD. Auirr gnn

M*a Mri'npiniir. wait *MH iiu'liuaiftuu ,l*.' l"aw

iU r'Ubmi. Cfi uliIiarU a uM. I

POULAIN MODEL l92l

In l92l, the Frenchman, Poulain, made a short hop in his ornithopter-

bicycle. The apparatus consisted of a conventional bicycle abovej which was

installed a set of biplane wings. The flight was for a distance of about 50 feet,

flying 5 feet off the ground.

PRIGENT MODEL l87l

In l87l, Prigent proposed a flapping wing machine which used two sets of

wings in tandem, applying the principle of the "dragonfly".

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MODEL 1905 MFR.

ROUX

94

This machine was built by M. F. Roux, a Frenchman. Two flapping

wings were used for lift, and a propeller at the tail was used for forward flight.

This propeller was l.l5 feet in diameter and turned 600 - 700 RPM, absorbing

2 HP. The wings absorbed about 5.5 HP for each HP of propeller. The wing

area was 22.9 square feet. The machine weighed 440 pounds. Roux believed

that 6 or 7 HP was sufficient to fly the ship.

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MODEL MF.

R. OTHERS

95

REUCHE-CAZAURAN MODEL l9l0

This ornithopter was reported under construction in September, l9l0. It

was a combined monoplane-flapper. The articulated wings were intended to

lift the machine and to be fixed for a gliding flight.

RICCI MODEL

The Ricci ornithopter consisted of two flapping wings hinged to a central

fuselage. Only a scale model was built and tested. Ettore Ricci spent a

number of years studying unconventional forms of flight. A summary of his

studies, and the works of others, is covered in a recent book: Dal Volo

Animale Al Volo Muscolare Umano" by Ettore Ricci, published by Editore

Ulrico Hoepli; Milan, Italy; l946, 403 pp., 4l0 illustrations.

ROTH MODEL

This ornithopter was the design of G. Roth. The two wings were made up

of flexible strips which permitted a one-way flow of air through the wings. The

wings were power-driven, and their maximum amplitude in flapping was 85.

ROUQUETTE MODEL l9l4

In l9l4, Rouquette, a Frenchman, tested a flapping wing-bicycle craft

which failed to leave the ground.

RUSS MODEL l9l0

This ornithopter-biplane was under construction in l9l0 by Fritz Russ of

Johnstown, Pennsylvania. The fuselage had a closed cabin for passengers.

The craft was powered by a 40 - 60 HP Elbridge engine.

RUTHENBERG MODEL l900

The German, Ruthenberg, was reported to have built an ornithopter around

the beginning of the century.

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This ornithopter project took two years to build and was completed in 1909. The

failed to fly and was abandoned on the spot.

Characte r is tics:

Powerplants:

Wings:

Dimensions:

Weights:

Two, 8 HP each

Flapping Frequency - 60 strokes per minute

Span - 46 Ft.

Length - 19.8 Ft.

Gross - 1100 Lbs.

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model_L910_ m. SOLTAU

97

The Soltau ornithopter was produced in Vienna in l9l0 based on the principle

of the De La Hault machine.

Characteristics:

Powerplant:

Wings:

Weights:

Dimensions:

Test Results:

Dewar, l cylinder, liquid air engine

24 HP at 60 RPM

Two

Span - 38 Ft.

Max. Chord - 8 Ft.

Taper - l2 to l

Gross - l2l2 Lbs. (including pilot)

Length - 28 Ft.

Width - 38 Ft.

The machine made short hops, but other

than that,, there is no record of a success-

ful flight.

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The "Flying Man" was patented in 1889 (See U.S. patent 398,984) by R. J. Spalding. In

those days, the patent office requested models of the inventions, and the illustration shows

Spalding's creation. The model is now on exhibition in the National Air Museum of the Smithsonian.

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MODEL.

l947

MF* .

STOUT

99

William B. Stout has been a proponent of insect-type flight for many

years. A number of designs have evolved, and one made public recently

was named "Geflopigator". In this type, two wings were used which pivot

in a horizontal plane, each sweeping a half circle as it oscillates.

Figure l shows a test set up for this type of wing motion. In operation,

the pulley P flexed the wing up and down through a certain arc at the rate of

200 to 400 strokes per minute. The results were encouraging and Stout built

an improved version which he called the "Geflopigus".

Tig. l^TJkl^CMlopijrtor"

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model Mm. S. OTHERS

100

SARACEN MODEL ll00 A.D.

About ll00 A.D., Sarcen of Constantinople built a pair of wings which he

tested at a public demonstration. His flight was brief, and he crashed to

earth.

SCHEUES MODELS l906-l9l0

The first Schelies ornithopter was built in l906 by Richard Schelies of

Hamburg. It consisted essentially of lateral wings in tandem, mounted on a

bicycle. It was reported to have flown a distance of 400 yards. A second

ship was under construction in l9l0.

SCHMAEDELBACH and BERNER MODEL l909

This ornithopter incorporated a biplane system. The prototype was tested

near Dresden, Germany, in l909. It was claimed that this machine flew for

l500 feet about 3 feet off the ground. The weight of the craft was 827 pounds.

SCHULKE MODEL l908

The Schulke ornithopter consisted of a cigar-shaped body with a flapping

wing on either side. On the down-stroke, the wing was flat against the air,

but was feathered for the up-stroke. In l908, reduced models, using this

principle, were successfully flown. Shortly thereafter, construction was

begun on a full scale ship.

SMITHIES MODEL l860

In l860, Smithies proposed a flying machine consisting of fixed planes and

flapping wings driven by steam.

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MODEL.

MFR .