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<December 2003> FAI News Archive

FAI Weekly Update (31/03)
24/12/2003 | Posted by JeanMarc at 01:01 PM

Best Season's Greeting / 2004 Young Artists Contest / Winter Holidays / A Selection of the New World Record Claims received this week for Airships, Helicopters and Aeroplanes.

Best Season's Greetings
This is the final Press Release this year from the FAI, the World Air Sports Federation. First of all, we thank you very much for the attention you have given to the information we released throughout the year. We look forward to keeping you informed about Air Sports and FAI activities in 2004, and send you our best Season’s Greetings.

With best regards,

Fédération Aéronautique Internationale
Jean-Marc BADAN
Promotional Manager

2004 Young Artists Contest
As the holiday season started a few days ago, we remind you about the creative opportunity that FAI offers each year to young people : the FAI Young Artists Contest.

General information and recent winners /
Rules for the 2004 Young Artists Contest

Good luck to all participants!

Winter Holidays
We inform you that the FAI Office will be closed from 25 to 28 December 2003, and from 31 December 2003 to 4 January 2004 inclusive.

FAI has received the following record claims :

Class B (Airships) / Claim number : 8262
Size category : BX-04 (Hot-air airships : 1 600 to 3 000 m³) General Category
Type of record : Speed
Course/location : Mondovi (Italy)
Performance : 26.17 km/h
Airship : Cameron Balloons DP-70
Date: 17.12.2003
Current record : new

Class E (Rotorcraft) / Claim number : 8286
Sub-class : E-1d (Helicopters - Take-off weight 1750 to 3000 kg)
Group 2 : turbine General Category
Type of record : Speed over a recognised course
Course/location : New York, NY (USA) - South Pole
Performance : 20 km/h
Pilot : Jennifer MURRAY (UK)
Co-pilot : Colin BODILL
Helicopter : Bell 400
Date: 20.12.2003
Current record : New

Class E (Rotorcraft) / Claim number : 8287
Sub-class : E-1d (Helicopters - Take-off weight 1750 to 3000 kg)
Group 2 : turbine General Category
Type of record : Speed over a recognised course
Course/location : Punta Arenas (Chile) - Antarctica
Performance : 111 km/h
Pilot : Jennifer MURRAY (UK)
Co-pilot : Colin BODILL
Helicopter : Bell 400
Date: 19.12.2003
Current record : New

Class C (Aeroplanes) / Claim numbers 8271 - 8272
Sub-class : C-1c (Landplanes - Take-off weight 1000 to 1750 kg)
Group 1 : piston engine
Type of record : Speed over a recognised course
Aircraft : Lancair IV-P
Date: 17.12.2003

# 8271 : Los Angeles, CA (USA) - Phoenix, NV (USA) / Performance : 500 km/h / Pilot : David G. RIGGS (USA) / Current record : 386.42 km/h (10.08.1993 - Harold J. BALLATIN, USA)
# 8272 : Phoenix, AZ (USA) - San Diego, CA (USA) / Performance : 449 km/h / Pilot : Nathan EAST (USA) / Current record : 299.11 km/h (21.08.1993 - Larry K. CLARK, USA)

Class C (Aeroplanes) / Claim numbers 8263 - 8267
Sub-class : C-1c (Landplanes : Take-off weight 1000 to 1750 kg)
Group 1 : piston engine
Type of record : Speed over a recognised course
Pilot : Jon JOHANSON (Australia)
Aircraft : Van's RV-4TE

# 8263 : Adelaide, SA (Australia) - South Pole / Performance : 137.9 km/h / Date: 08.12.2003 / Current record : new
# 8264 : Invercargill (New Zealand) - McMurdo (New Zealand) / Performance : 211.3 km/h / Date: 07.12.2003 / Current record : new
# 8265 : Invercargill (New Zealand) - South Pole / Performance : 222.3 km/h / Date: 08.12.2003 / Current record : new
# 8266 : South Pole - McMurdo (New Zealand) / Performance : 300 km/h / Date: 08.12.2003 / Current record : new
# 8267 : McMurdo (New Zealand) - Invercargill (New Zealand) / Performance : 287.1 km/h / Date: 15.12.2003 / Current record : new

The details shown above are provisional. When all the evidence required has been received and checked, the exact figures will be established and the record ratified (if appropriate).

For further information on FAI World Records, please consult :

Lausanne, 24 December 2003

100 Years Ago, the Dream of Icarus Became Reality
17/12/2003 | Posted by JeanMarc at 10:22 AM

cliquez ici pour la version française version française

Thursday 17 December 1903, in the USA, on the deserted beaches of North Carolina, at a place called Kitty Hawk. The dawn was grey and misty. The engine started and it ticked over perfectly. Orville Wright applied full power and released the tether. The Flyer slid along the rail slowly gaining speed. Five people from the village witnessed this historic event : the first sustained and controlled heavier-than-air powered flight.

Paying tribute to this feat, FAI publishes below a text written by an enthusiastic Swiss private pilot, who offered to describe in his own words this historic flight, which marked the beginning of an extraordinary human and technological era for mankind.

See also other links relative to the same subject at :

100 Years Ago, The Dream of Icarus Became Reality

Thursday 17 December 1903, in the USA, on the deserted beaches of North Carolina, at a place called Kitty Hawk. The dawn was grey and misty; it had rained during the night. Looking into the distance the ocean seemed black, the wave crests forming white horses. There was a cold wind blowing, making the sand swirl a bit and the sparse thorny shrubs growing on the dunes sway gently. Orville, the younger of the two Wright Brothers, observed the wind, trying to estimate its strength and direction.

Since sunrise, the north-north-easterly wind had been steady, but strong, at about 20 kt (>35 km/h). But now everything was ready, no detail had been neglected. The two brothers knew the place well and understood the pattern of winds over these beaches perfectly. They had already spent three long periods of time at Kitty Hawk in 1900, 1901 and 1902. They had made more than 1000 flights on their gliders, ground-hops from one dune to another, and they had acquired a solid mastery over their machines.

Wilber and Orville Wright (Photo courtesy of NAA)
This year they have high ambitions: if everything works according to plan, they intend to carry out the first-ever powered, controlled flight in history in a heavier-than-air machine. For the past several weeks they have been fettling their new invention, this motorised flying machine that they have baptised the “Flyer”.

The design of the Flyer was entirely based on the experience and data that they had accumulated in the previous years flying their gliders. The way the aeroplane was constructed incorporated all these parameters. It is a wood and fabric biplane; 12.3 m long with a total wing area of 47.4 sq m. But there is just one problem : it’s a bit heavy. Including the engine, propellers and pilot, 350 kg! According to their calculations, the maximum weight which will still allow them to get airborne would be something like 310 kg. So the slight excess of engine power and the strong wind on this December morning are destined to prove very useful.

They make the decision to fly and Orville wins the draw to make the day’s first attempt.

In one of the little wooden huts that serve both as workshops and as makeshift accommodation for the Wright Brothers, the mechanic Charles Taylor, who was responsible for building their engine, checks the tension of the transmission chains. Through a cunning system of pinions, gears and chains, this little four-cylinder engine drives two propellers.

For the Wright Brothers, this engine is simultaneously their pride and joy and their main source of concern. They devised and designed it and Charles Taylor built it in the workshop of the family business in Dayton, Ohio. Orville and Wilbur Wright run a bicycle sale and repair business. So it is not at all surprising that some of the parts used to build the engine come straight out of their technical stock-room.

The Wright Brothers' Shop in Dayton (Photo FAI)The Wright Brothers' Shop in Dayton (Photo FAI)

From 1900 onwards the brothers paid visits to automobile exhibitions. In New York, they met French engineers who had built small cars fitted with an engine that developed about 20 horsepower. But these units proved to be much too heavy. The engine to be fitted to the Flyer could not exceed 80 kg!

What is more, this car engine, with its large frontal radiator, was anything but aerodynamic. And so they resolve to take things into their own hands, and to design and build their own engine, exploiting every possible way of making it as light as possible.

For this they use aluminium, a new material at that time, whose range of applications was only just beginning to be discovered.

The water in the cooling system circulates in a series of tubes which rise as far as the level of the upper wing; the system is fully exposed to the airflow and only generates a small amount of additional drag.

However, once installed and filled with oil and fuel even this engine still weighs 82 kg.

It develops 16 HP during the early part of the flight, and then as it warms up, the power generated drops to13 HP. The power/weight ratio of the Wright Flyer therefore remains very precarious.

In order take off, the aircraft needs to reach a speed of a least 40 km/h. As it is impossible to persuade it to taxi in the sand, the Wright Brothers have had a wooden rail laid down, just over 20 m in length. Taking into account the weight of the Flyer and the power of the engine, they also calculated the wind speed needed: 35 km/h.

On the morning in question it was the son of the Kitty Hawk postman who had assembled the wooden rail for them, and oriented it exactly into wind. Then he returned to the village to invite some of the local inhabitants to come and witness the event.

With this north-north-easterly wind of 40 km/h, Orville is certain that he will be able to take off; but the difficult part will be to keep the Flyer on its rail and then to stabilize it once it leaves the ground!

Three days previously, Wilbur had achieved a perfect takeoff; he was 5 m up in the air and tried to initiate a turn to the left. The biplane banked more and more steeply and then stalled and fell back to earth after a flight of some 30 m. The sand absorbed the impact very well and there was no damage.

The two brothers had been through dozens of incidents of this nature. Each time they analysed them carefully, reviewing the manoeuvres they had made, the attitude and the reaction of the aeroplane. Everything was very carefully written up.

Orville and Wilbur Wright had quickly realised the historic importance of their experiments. They progressed step by step, always trying to understand the aerodynamic phenomena in theory before experimenting in practice. In Dayton, they even built a small wind tunnel, the first such aerodynamic test-bed, in which they tested several models. They did not put their lives at risk wantonly.

They stationed the Flyer at the end of the rail and anchored it securely using a tethering rope. Orville stretched out in the prone position between the two wings and grasped the control levers. The engine started and it ticked over perfectly. Orville applied full power and released the tether. The Flyer slid along the rail slowly gaining speed. Five people from the village witnessed this historic event, and fortunately one of them was a photographer.
The pilot gently eased back the controls and the aircraft left the ground. It flew! Less than 10 feet above the ground, but airborne nonetheless. Exactly as the two brothers had predicted.

But, thrown out of balance by a slightly stronger than average gust, the Flyer returned to earth after only 12 seconds of flight, hitting a dune 36 m further on. Orville had been unable to keep control and one of the tail control surfaces had broken.

The Flyer as it lifted into the air (Photo courtesy of NAA)
The aircraft’s control system was very cleverly designed. A set of cables allows one wing tip to be raised whilst the other is lowered. Another control, the very one that broke during the first flight on 17 December, acted on the tail-plane, which was positioned behind the wings at the end of several struts.

This system allowed them to control the stability of the aircraft in flight, to cause it to climb and descend, and above all to make turns.

It is certainly this that represents the great contribution of the Wright Brothers to the conquest of the air. Not only did they succeed in making a heavier-than-air machine take off and fly, but they also invent the art of piloting.

The cable to the tail control surface was quickly replaced and the Flyer put back on its rail. Time now for the second flight of this historic morning, this time with Wilbur at the controls. He made just over 50 m. A third flight by Orville was well controlled and achieved 60 m.

The fourth flight is the one that will go down in the annals of history. Wilbur stayed airborne for 59 seconds and covered 260 m. in a flight that remained perfectly stabilised and under control.

That was the last flight of the day and they hardly have time to savour their triumph. A gust of wind overturns the Flyer and it is seriously damaged.

With help from the villagers, Orville and Wilbur put their machine away in one of the huts and return to Kitty Hawk. They sent a brief telegram to their father :

Success - Four flights Thursday morning - All against 21 mile wind - Started from level with engine power alone - Average speed through air thirty one miles - Longest 57 seconds - Inform press - Home Christmas stop

By François Benedetti

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