The first ascent in the British Isles was made in a Montgolfière by James Tytler at Edinburgh, on 27th Aug., 1784, though he travelled only a few hundred yards. He was followed by Vincent Lunardi, an Italian, who ascended from the artillery ground in London three weeks later (Sept., 1784), landing near Ware in Hertfordshire. The first Channel crossing by air was made in a hydrogen balloon from Dover to Calais on 7th Jan., 1785, by Blanchard and Dr. Jeffries.
Subsequent developments in air-ships are due to the pioneer work of Giffard (1852) (the first steam-driven air-ship), Dupuy de Lôme (1872), the brothers Tissandier (electric propulsion) (1883), Rénard and Krebbs (1884), Wölfert (1897), Santos Dumont (1898-1905), Zeppelin (1900), Lebaudy (1903), Barton (English) (1905), Willows (English) (1910).
In the meantime experimental work was being carried on by the exponents of the heavier-than-air school, who soon abandoned the flapping-wing principle and eventually evolved the modern aeroplane. The modern aeroplane was evolved from the brain of an Englishman, Sir George Cayley, who in 1809 contributed an article to Nicholson's Journal in which he outlined the outstretched wings, vertical and horizontal steering surfaces, screw-propeller, 'explosion' motor, and 'stream-line' form of the modern aeroplane. In 1842 Henson and Stringfellow, both Englishmen, constructed a steam-driven model on this principle, which is now in the South Kensington Museum. Wenham in 1866 contributed a valuable paper to the Royal Aeronautical Society on the subject. In 1896 Lillienthal in Germany carried out a number of glides with rigid wings, provided with a movable tail, fixed to his body. He was followed by Chanute, who in America emphasized the biplane principle in his glider. In 1896 Ader, a Frenchman, built an 'avion' which is claimed to have risen from the ground at Satory, but this is doubtful. In 1895 a huge steam-propelled aeroplane built by Sir Hiram Maxim burst the rails holding it down and lifted for a few feet.
The real credit for the evolution of a man-carrying aeroplane is, however, due to the American brothers Wilbur and Orville Wright of Dayton, Ohio. Encouraged by the
advice of Chanute, they commenced experimenting with biplane gliders on the sand-hills at Kittyhawk. Meeting with considerable success, they fitted a petrol motor of their own design in 1903 and made several straight flights during the same year. In 1904 they succeeded in making the first turn in the air. These experiments were carried out in great secrecy, and it was not until 1908 that their first public flights were made in France, the first taking place in October of that year. The first aviator to fly in Europe was Santos Dumont, who, on 12th Nov., 1906, covered 220 metres, having previously in the same year flown for shorter distances. At this time and during the two or three ensuing years many experiments were carried out, and flights made, by Farman, Voisin, Esnault-Pelterie, and Blériot in France; Wright and Curtiss in America; and Roe, Ogilvie, and Moore-Brabazon in England. A prize of £2000 offered by MM. Deutsch de la Meurthe and Ernest Archdeacon for the first circular flight over a distance of 1 kilometre, returning to the point of starting, was won in Jan., 1908, by Henry Farman.
The second crossing of the Channel, and the first by a 'heavier-than-air' machine, was effected by Louis Blériot in a machine of his own construction with an Anzani engine from Calais to Dover on 25th July, 1909. From that date the science of aviation (flight by heavier-than-air machines) may be said to have begun, and progress was merely a record of improvements. By the end of 1919 the Atlantic had been crossed four times; once by sea-plane, once by a non-stop aeroplane flight, and twice (outward and return) by non-stop air-ship flights. Aeroplanes had achieved a speed of 190 miles an hour, had attained to a height of over 34,000 feet, and had covered upwards of 1900 miles in one non-stop flight.—Bibliography: De St. Fond, Description de la Machine Aerostatique; Cavallo, History and Practice of Aerostation; Lunardi, The First Aerial Voyage in England; Moedebeck, Pocket Book of Aeronautics; Santos Dumont, My Air-ships; The Aeronautical Classics (Aeronautical Society); G. Tissandier, Histoire des Ballons; A. Berget, The Conquest of the Air.
Aeroplane, a flying-machine deriving its power of sustentation from the reaction of the air driven downwards by the rapid transit of fixed wings or 'planes' through the air. The term 'plane' for the wing of an aeroplane is strictly a misnomer, as the word implies a flat plate, whereas a wing is 'cambered' or curved in section from front to back. This is due to the discovery of Lillienthal (see Aeronautics) that a cambered 'aerofoil' when set at an angle to a wind current gives more 'lift' than a flat plane. The wing of an aeroplane is normally set at an angle horizontally (or rather at an angle to the relative wind) varying from 0° to 4°. This angle is known as the 'angle of incidence'. As the wing is driven through the air under the influence of the propeller, the air meets the 'leading' or 'entering' edge and is divided into two streams