Wright Flyer
Wright Flyer | |
---|---|
Seconds into the first airplane flight, near Kitty Hawk, North Carolina, on December 17, 1903 | |
Role | Experimental airplane |
National origin | United States |
Manufacturer | Wright Cycle Company |
Designer | Orville and Wilbur Wright |
Number built | 1 |
Developed from | Wright Glider |
Developed into | Wright Flyer II Wright Flyer III |
Career | |
Other name(s) | Kitty Hawk, Flyer I, 1903 Flyer |
Manufactured | 1903 |
First flight | December 17, 1903, 120 years ago[1] |
Owners and operators | Wright Brothers
|
Last flight | December 17, 1903 |
Flights | 4 |
Status | Preserved and displayed at the National Air and Space Museum[2] |
The Wright Flyer (also known as the Kitty Hawk,
The aircraft is a single-place biplane design with anhedral (drooping) wings, front double elevator (a canard) and rear double rudder. It used a 12 horsepower (9 kilowatts) gasoline engine powering two pusher propellers. Employing 'wing warping' it was relatively unstable and very difficult to fly.[5]
The Wright brothers flew it four times in a location now part of the town of Kill Devil Hills, about 4 miles (6 kilometers) south of Kitty Hawk, North Carolina. The airplane flew 852 ft (260 m) on its fourth and final flight, but was damaged on landing, and wrecked minutes later when powerful gusts blew it over.
The aircraft never flew again but was shipped home and subsequently restored by Orville. The aircraft was initially displayed in a place of honor at the
Design and construction
The Flyer was based on the Wrights' experience testing gliders at Kitty Hawk between 1900 and 1902. Their last glider, the
The Wrights built the aircraft in 1903 using
"They figured on four cylinders and estimated the bore and stroke at four inches. It took me six weeks to make that engine. The completed engine weighed 180 pounds and developed 12 horsepower at 1025 revolutions per minute...The body of the first engine was of cast aluminum, and was bored out on the lathe for independent cylinders. The pistons were cast iron, and these were turned down and grooved for piston rings. The rings were cast iron, too. A one-gallon fuel tank was suspended from a wing strut, and the gasoline fed by gravity down a tube to the engine. The fuel valve was an ordinary gaslight petcock. There was no carburetor as we know it today. The fuel was fed into a shallow chamber in the manifold. No spark plug. The spark was made by opening and closing of two contact points inside the combustion chamber. Dry batteries were used for starting the engine and then we switched onto a magneto bought from the Dayton Electric Company. There was no battery on the plane. Several lengths of speaking tube...were used in the radiator. We blocked-tested the motor before crating it for shipment to Kitty Hawk."[11]
The 8.5 foot (2.6 m) long propellers were based on airfoil number 9 from their wind tunnel data, which provided the best "gliding angle" for different
On November 5, 1903, the brothers tested their engine on the Wright Flyer at Kitty Hawk, but before they could tune the engine, the
"We had designed our propellers to give 90 pounds (41 kg)
rev. per minute(about 950 of engine), which we had figured would be the required amount for the machine weighing 630 pounds (290 kg)."
In practice tests, they were able to achieve a propeller rpm of 351, with a thrust of 132 pounds (60 kg), more than enough for their 700-pound (320 kg) flyer.[11]: 194–201
The Wright Flyer was a
The Wright Flyer had three instruments onboard. A Veeder engine revolution recorder measured the number of propeller turns. A stopwatch recorded the flight time, and a Richard hand anemometer, attached to the front center strut, recorded the distance covered in meters.[11]: 213 [12]
Flight trials at Kitty Hawk
Upon returning to Kitty Hawk in 1903, the Wrights completed assembly of the Flyer while practicing on the 1902 Glider from the previous season. On December 14, 1903, they felt ready for their first attempt at powered flight. With the help of men from the nearby government life-saving station, the Wrights moved the Flyer and its launching rail to the incline of a nearby sand dune, Big Kill Devil Hill, intending to make a gravity-assisted takeoff. The brothers tossed a coin to decide who would get the first chance at piloting, and Wilbur won. The airplane left the rail, but Wilbur pulled up too sharply, stalled, and came down after covering 105 ft (32 m) in 31⁄2 seconds, sustaining little damage.[6][13]
Repairs after the abortive first flight took three days. When they were ready again on December 17, the wind was averaging more than 20 mph (32 km/h), so the brothers laid the launching rail on level ground, pointed into the wind, near their camp. This time the wind, instead of an inclined launch, provided the necessary airspeed for takeoff. Because Wilbur had already had the first chance, Orville took his turn at the controls. His first flight lasted 12 seconds for a total distance of 120 ft (37 m) – shorter than the wingspan of a Boeing 747.[1][14]
Taking turns, the Wrights made four brief, low-altitude flights that day. The flight paths were all essentially straight; turns were not attempted. Each flight ended in a bumpy and unintended landing. The last flight, by Wilbur, covered 852 ft (260 m) in 59 seconds, much longer than each of the three previous flights of 120, 175 and 200 feet (37, 53 and 61 m) in 12, 12, and 15 seconds respectively. The fourth flight's landing broke the front elevator supports, which the Wrights hoped to repair for a possible four-mile (6 km) flight to Kitty Hawk village. Soon after, a heavy gust picked up the Flyer and tumbled it end over end, damaging it beyond any hope of quick repair.[6] It was never flown again.
In 1904, the Wrights continued refining their designs and piloting techniques in order to obtain fully controlled flight. Major progress toward this goal was achieved with a new machine called the Wright Flyer II in 1904 and even more decisively in 1905 with the third, Wright Flyer III, in which Wilbur made a 39-minute, 24-mile (39 km) nonstop circling flight on October 5.[17]
Influence
The Flyer series of aircraft were the first to achieve controlled heavier-than-air flight, but some of the mechanical techniques the Wrights used to accomplish this were not influential for the development of aviation as a whole, although their theoretical achievements were. The Flyer design depended on
After a single statement to the press in January 1904 and a failed public demonstration in May, the Wright Brothers did not publicize their efforts, and other aviators who were working on the problem of flight (notably Alberto Santos-Dumont) were thought by the press to have preceded them by many years. After their successful demonstration flight in France on August 8, 1908, they were accepted as pioneers and received extensive media coverage.[19]
In 1909, the Wright Military Flyer became the world's first military aircraft after successful tests on June 3, 1909. This airplane was purchased by the army but was never used in combat; it was, however, used to train some pilots.[20] It was donated to the Smithsonian Institution in 1911 and is on display in the Early Flight exhibit at the National Air and Space Museum.[21][22] A modified version, the Wright Model B, was produced in larger numbers by the Wright brothers and was used by the army "for training pilots and conducting aerial experiments" including tests of "a bombsight and bomb-dropping device".[23]
The issue of patent control was correctly seen as critical by the Wrights, and they acquired a wide American patent, intended to give them ownership of basic aerodynamic control. This was fought in both American and European courts. European designers were little affected by the litigation and continued their own development. The legal fight in the U.S. had a crushing effect on the nascent American aircraft industry, and even by the time of America's entry into World War I, in 1917, the U.S. had "only six [American made] airplanes, and fourteen trained pilots". The numbers increased substantially over the subsequent years but during the war, all of the fighter aircraft flown by Americans were designed and built in Europe.[24]
Stability
The Wright Flyer was conceived as a control-canard, as the Wrights were more concerned with control than stability.[25] It was found to be unstable and barely controllable.[26] During flight tests near Dayton the Wrights added ballast to the nose of the aircraft to move the center of gravity forward and reduce pitch instability. The Wright Brothers did not understand the basics of pitch stability of the canard configuration. F.E.C. Culick stated, "The backward state of the general theory and understanding of flight mechanics hindered them... Indeed, the most serious gap in their knowledge was probably the basic reason for their unwitting mistake in selecting their canard configuration."[27]
According to aviation author Harry Combs, "Wright designs incorporated a 'balanced' forward elevator...the movable surface extending an equal distance on both sides of its hinge or pivot axis, as opposed to an 'in-trail' configuration...which would have enhanced controllability in flight." Orville wrote of the elevator, which the brothers called a "front rudder", "I found the control of the front rudder quite difficult on account of its being balanced too near the center and thus had a tendency to turn itself when started so that the rudder was turned too far on one side and then too far on the other." Thus, these early flights suffered from overcontrol.[11]: 103, 214–215
After Kitty Hawk
The Wright Brothers returned home to Dayton for Christmas after the flights of the Kitty Hawk Flyer. While they had abandoned their other gliders, they realized the historical significance of the Flyer. They shipped the heavily damaged craft back to Dayton, where it remained stored in crates behind a Wright Company shed for nine years. The Great Dayton Flood of March 1913 covered the Flyer in mud and water for 11 days.[28]
Charlie Taylor relates in a 1948 article that the Flyer nearly got disposed of by the Wrights. In early 1912
In 1910 the Wrights offered the Flyer as an exhibit at the Smithsonian Institution, but the Smithsonian declined, saying it would be willing to display other aeronautical artifacts from the brothers. Wilbur died in 1912, and in 1916 Orville brought the Flyer out of storage and prepared it for display at the Massachusetts Institute of Technology. He replaced parts of the wing covering, the props, and the engine's crankcase, crankshaft, and flywheel. The crankcase, crankshaft, and flywheel of the original engine had been sent to the Aero Club of America in New York for an exhibit in 1906 and were never returned to the Wrights. The replacement crankcase, crankshaft and flywheel came from the experimental engine Charlie Taylor had built in 1904 and used for testing in the bicycle shop. A replica crankcase of the Flyer is on display at the visitor center at the Wright Brothers National Memorial.
Debate with the Smithsonian
The
The Aerodrome was removed from exhibit at the Smithsonian and prepared for flight at
Between 1916 and 1928, the Wright Flyer was prepared and assembled for exhibition under the supervision of Orville by Wright Company mechanic Jim Jacobs several times. It was briefly exhibited at the Massachusetts Institute of Technology in 1916, the New York Aero Shows in 1917 and 1919, a
In 1925, Orville attempted to pressure the Smithsonian by warning that he would send the Flyer to the
In 1942, the Smithsonian Institution, under a new secretary, Charles Abbot, published a list of 35 Curtiss modifications to the Aerodrome and a retraction of its long-held claims for the craft. Abbot went on to list four regrets including the role the Institution played in supporting unsuccessful defendants in patent litigation by the Wrights, misinformation about modifications made to the Aerodrome after Wright Flyer's first flight, and public statements attributing the "first aeroplane capable of sustained free flight with a man" to Secretary Langley. The entry in the 1942 Annual Report of Smithsonian Institution begins with the statement "It is everywhere acknowledged that the Wright brothers were the first to make sustained flights in a heavier-than-air machine at Kitty Hawk, North Carolina, on December 17, 1903" and closes with a promise that "Should Dr. Wright decide to deposit the plane ... it would be given the highest place of honor which it is due".[34]
The following year, Orville, after exchanging several letters with Abbot, agreed to return the Flyer to the United States. The Flyer stayed at the Science Museum until a replica could be built, based on the original. This change of heart by the Smithsonian is also mired in controversy – the Flyer was sold to the Smithsonian under several contractual conditions, one of which reads:
Neither the Smithsonian Institution or its successors, nor any museum or other agency, bureau or facilities administered for the United States of America by the Smithsonian Institution or its successors shall publish or permit to be displayed a statement or label in connection with or in respect of any aircraft model or design of earlier date than the Wright Aeroplane of 1903, claiming in effect that such aircraft was capable of carrying a man under its own power in controlled flight.[35][36]
On October 18, 1948, the official handover of the Kitty Hawk was made to Livingston L. Satterthwaite, the American Civil Air Attaché
On November 11, 1948, the Kitty Hawk arrived in North America onboard the
In the Smithsonian
The Wright Flyer was put on display in the Arts and Industries Building of the Smithsonian on December 17, 1948, 45 years to the day after the aircraft's only successful flights. (Orville did not live to see this, as he had died that January.) In 1976, it was moved to the Milestones of Flight Gallery of the new National Air and Space Museum. Since 2003 it has resided in a special exhibit in the museum titled "The Wright Brothers and the Invention of the Aerial Age," in recognition of the 100th anniversary of their first flight.
1985 restoration
In 1981, discussion began on the need to restore the Wright Flyer from the aging it sustained after many decades on display. During the ceremonies celebrating the 78th anniversary of the first flights, Mrs. Harold S. Miller (Ivonette Wright, Lorin's daughter), one of the Wright brothers' nieces, presented the Museum with the original covering of one wing of the Flyer, which she had received in her inheritance from Orville. She expressed her wish to see the aircraft restored.[41]
The fabric covering on the aircraft at the time, which came from the 1927 restoration, was discolored and marked with water spots. Metal fasteners holding the wing uprights together had begun to corrode, marking the nearby fabric.[41]
Work began in 1985. The restoration was supervised by Senior Curator Robert Mikesh and assisted by Wright Brothers expert Tom Crouch. Museum director Walter J. Boyne decided to perform the restoration in full view of the public.[41]
The wooden framework was cleaned, and corrosion on metal parts removed. The covering was the only part of the aircraft replaced. The new covering was more accurate to the original than that of the 1927 restoration. To preserve the original paint on the engine, the restorers coated it in inert wax before putting on a new coat of paint.[41] The effects of the 1985 restoration were intended to last 75 years (to 2060) before another restoration would be required.[41]
Reproductions
In 1978, 23-year-old Ken Kellett built a replica Wright Flyer in Colorado and flew it at Kitty Hawk on the 75th and 80th anniversaries of the first flight there. Construction took a year and cost $3,000.[42]
As the 100th anniversary on December 17, 2003, approached, the U.S. Centennial of Flight Commission along with other organizations opened bids for companies to recreate the original flight. The Wright Experience, led by Ken Hyde, won the bid and painstakingly recreated reproductions of the original Wright Flyer, plus many of the prototype gliders and kites and subsequent Wright aircraft. The completed Flyer reproduction was brought to Kitty Hawk and pilot Kevin Kochersberger attempted to recreate the original flight at 10:35 on December 17, 2003, on level ground near the bottom of Kill Devil Hill.[43] Although the aircraft had previously made several successful test flights, poor weather, rain, and weak winds prevented a successful flight on the anniversary. Hyde's reproduction is displayed at the Henry Ford Museum in Dearborn, Michigan.
The Los Angeles Section of the
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Wright Flyer Replica at the Henry Ford Museum
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Flyer replica at the Frontiers of Flight Museum
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1903 Wright Flyer replica at the Lysdale Historic Hangar [1]
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Wright Flyer replica at Jeju Aerospace Museum
Artifacts
In 1969, portions of the original fabric and wood from the Wright Flyer traveled to the Moon and its surface in Neil Armstrong's personal preference kit aboard the Apollo 11 Lunar Module Eagle, and then back to Earth in the Command module Columbia.[45][46][47] This artifact is on display at the visitors center at the Wright Brothers National Memorial in Kitty Hawk, North Carolina.[48]
In 1986, separate portions of original wood and fabric, as well as a note by Orville Wright, were taken by North Carolina native astronaut
A small piece of the Wright Flyer's wing fabric is attached to a cable underneath the solar panel of the helicopter
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Wright Flyer wood and fabric taken to the Moon in 1969 by Neil Armstrong aboard Apollo 11 and flown to the surface in the Lunar Module Eagle
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Wright Flyer wood, fabric, and a note by Orville Wright taken aboard Space Shuttle Challenger's 1986 flight STS-51-L, which exploded soon after liftoff
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A piece of Wright Flyer's wing fabric is attached to the Ingenuity helicopter, the first powered aircraft to fly on Mars
Specifications
General characteristics
- Crew: 1
- Length: 21 ft 1 in (6.43 m)
- Wingspan: 40 ft 4 in (12.29 m)
- Height: 9 ft 0 in (2.74 m)
- Wing area: 510 sq ft (47 m2)
- Empty weight: 605 lb (274 kg)
- Max takeoff weight: 745 lb (338 kg)
- Powerplant: 1 × Wright straight-4 water-cooled 201.1 cu in (3,295 cc) piston engine.[6], 12 hp (8.9 kW)
- Propellers: 2-bladed Wright "Elliptical" props, 8 ft 6 in (2.59 m) diameter
Performance
- Maximum speed: 30 mph (48 km/h, 26 kn)
- Service ceiling: 30 ft (9.1 m)
- Wing loading: 1.4 lb/sq ft (6.4 kg/m2)
- Power/mass: 0.02 hp/lb (15 W/kg)
Commemorations
The Wright Brothers and their airplane have been commemorated on a U.S. Quarter and on several U. S. Postage stamps.
See also
Related development
References
Notes
- ^ a b "Telegram from Orville Wright in Kitty Hawk, North Carolina, to His Father Announcing Four Successful Flights, 1903 December 17". World Digital Library. December 17, 1903. Retrieved July 21, 2013.
- ^ a b "Wright Brothers". Smithsonian National Air and Space Museum. Retrieved September 29, 2021.
- ^ Smithsonian Air and Space museum collection (click on Long Description)
- ^ Orville Wright note
- ISBN 9780874749793.
- ^ a b c d e The Aircraft Yearbook for 1919 (PDF). New York: Manufacturers Aircraft Association Inc. 1919. pp. 304–09. Archived from the original (PDF) on August 29, 2021. Retrieved September 15, 2018.
- ^ Unitt, Peter (January 2002). "1903 Wright Flyer Replica Construction & Dedication". Local and Rare Books. Retrieved September 29, 2021.
- ^ "Piece of fabric from 1903 Wright Flyer aircraft". IWM. Imperial War Museums. Retrieved February 23, 2024.
- ^ "The Wright Brothers | Engine". airandspace.si.edu. Archived from the original on October 15, 2022. Retrieved March 6, 2023.
- ^ "The Wright Brothers | Propellers & Transmission". airandspace.si.edu. Archived from the original on December 5, 2022. Retrieved March 6, 2023.
- ^ ISBN 0940053020.
- ^ Smithsonian Institution (2002). "Richard Anemometer". Smithsonian National Air and Space Museum. Retrieved March 10, 2021.
- ^ Combs, p205–208
- ^ Lindberg, Mark (2003). "A Century of Flight". Wings of History Museum. Archived from the original on June 4, 2012. Retrieved August 27, 2011.
- ^ "[Distant view of the Wright airplane just after landing, taken from the starting point, with wing-rest in center of picture and launching rail at right. This flight, the fourth and final of December 17, 1903, was the longest: 852 feet covered in 59 seconds.]". Library of Congress. 1903.
- ^ Gray, Carroll (August 2002). "The Five First Flights". The Wright Brothers. Archived from the original on August 18, 2021. Retrieved July 23, 2008.
- ^ Crouch, Tom D. (Winter 2010). "A Machine of Practical Utility". American Heritage. Retrieved July 23, 2018.
- ^ Gibbs-Smith, C.H. (May 11, 1956). "Correspondence: The First Aileron". Flight: 598. Archived from the original on March 5, 2016.
- ^ Kozak, Catherine (August 3, 2008), One flight in France frenzied the world
- ^ "Wright military flyer of 1909". Britannica. Retrieved February 18, 2023.
- ^ "1909 Wright Military Flyer". Smithsonian. Retrieved February 18, 2023.
- ^ "1909 Wright Military Flyer". Smithsonian. Retrieved February 18, 2023.
- ^ "Wright Modified "B" Flyer". National Museum of the United States Air Force. Retrieved February 18, 2023.
- ^ "Dayton, Aviation, and the First World War". National Park Service. Retrieved February 18, 2023.
- ^ Culick, Fred E. C. (July 8–11, 2001), What the Wright Brothers Did and Did Not Understand About Flight Mechanics—In Modern Terms (PDF), p. 5,
Consistently with ignoring the condition of zero net [pitch] moment, the Wrights assumed that in equilibrium the canard carried no load and served only as a control device.
- hdl:2060/19870013196,
... the Flyer was highly unstable ... The lateral/directional stability and control of the Flyer were marginal ...
- doi:10.2514/2.2046,
... the backward state of the general theory and understanding of flight mechanics hindered them ...
- ^ Unitt, Peter (January 2002). "History of the 1903 Wright Flyer". Local and Rare Books. Wright State University Libraries Special Collection & Archives.
- ^ Taylor, Charles Edward. My Story Archived 2013-12-19 at the Wayback Machine, as told to Robert S. Ball, Collier's, 25 December 1948.
- ^ "Chapter 19: Why The Wright Plane Was Exiled". The Wright Brothers. Dayton History Books Online.
- ^ a b "1903 Wright Flyer". Smithsonian National Air and Space Museum. March 21, 2016.
- ^ Wilbur & Orville Wright: A Bibliography Commemorating the One-Hundredth Anniversary of the First Powered Flight, NASA Publication SP-2002-4527, published Sep, 2002 (pg123, pdf 132 of 153)
- ^ "Back to the Beginning". Flight. October 28, 1948. p. 505. Archived from the original on September 12, 2017.
- ^ "1942 Annual Report". Smithsonian Institution. 1846.
- ^ "Archived image". Glenn H. Curtiss. Archived from the original on August 17, 2002. Retrieved January 21, 2011.
{{cite web}}
: CS1 maint: bot: original URL status unknown (link) - ^ "Wright Brothers". Glenn H. Curtiss. Archived from the original on February 28, 2003. Retrieved January 21, 2011.
{{cite web}}
: CS1 maint: bot: original URL status unknown (link) - ^ Wilbur & Orville Wright: A Bibliography Commemorating the One-Hundredth Anniversary of the First Powered Flight, NASA Publication SP-2002-4527, published Sep, 2002 (pg122, pdf 131 of 153)
- ^ "Back to the Beginning". Flight. October 28, 1948. p. 506. Archived from the original on July 20, 2018. p506
- ^ Halifax Daily Star, Friday, Nov. 12, 1948 (Wright 1903 Flyer "Operation Homecoming" Scrapbook, PDF pg33of254)
- ^ Hallion 1978, p.55.
- ^ a b c d e Mikesh.
- ^ Preston, Shelley (December 9, 2003). "Auburndale Man Re-Created the Wright Brothers' Plane". The Ledger. Retrieved August 10, 2018.
- ^ "Attempt to recreate Wright Bros flight fails". Archived from the original on November 13, 2021 – via www.youtube.com.
- ^ "Wright Flyer Project". Archived from the original on August 19, 2021. Retrieved May 26, 2019.
- ^ Siceloff, Steven (October 24, 2007). "Items Taken into Space Reflect Accomplishments on Earth". NASA. Archived from the original on November 9, 2020. Retrieved January 11, 2020.
- ^ Waxman, Olivia B. "When Neil Armstrong Went to the Moon, He Brought Souvenirs of the Wright Brothers' Flight. Now They're for Sale". Time. TIME USA, LLC. Retrieved January 11, 2020.
- ISBN 0-7432-5631-X.
He is most clear about, and most proud of, the pieces of the historic Wright Flyer that he took to the moon. Under a special arrangement with the U.S. Air Force Museum in Dayton, he took in his LM PPK a piece of wood from the Wright brothers' 1903 airplane's left propeller and a piece of muslin fabric (8x13 inches) from its upper left wing.
- ^ "NASM Press Kit — The Wright Brothers and the Invention of the Aerial Age". NASM. Archived from the original on November 21, 2008. Retrieved December 11, 2011.
- ^ "Full-size Replica Wright Flyer Featured at N.C. Transportation Museum". North Carolina Department of Cultural Resources. December 10, 2009. Archived from the original on April 26, 2012. Retrieved December 11, 2011.
- ^ Wall, Mike (March 24, 2021). "Mars helicopter Ingenuity carries piece of Wright brothers' famous plane". Space.com. Retrieved April 20, 2021.
Bibliography
- Combs, Harry (1979). Kill Devil Hill: Discovering the Secret of the Wright Brothers. Englewood: TernStyle Press, Ltd. ISBN 0940053020.
- Hallion, Richard P. The Wright Brothers: Heirs of Prometheus. Washington, D.C.: Smithsonian, 1978. ISBN 0-87474-504-7.
- Hise, Phaedra. "In Search of the Real Wright Flyer." Air&Space/Smithsonian, January 2003, pp. 22–29.
- Howard, Fred. Orville and Wilbur: The Story of the Wright Brothers. London: Hale, 1988. ISBN 0-7090-3244-7.
- Jakab, Peter L. "The Original." Air&Space/Smithsonian, March 2003, pp. 34–39.
- Mikesh, Robert C. and Tom D. Crouch. "Restoration: The Wright Flyer." National Air and Space Museum Research Report, 1985, pp. 135–141.
- "The Wright Flyer", Flight, pp. 787–788, December 11, 1953, archived from the original on March 6, 2016
External links
- Nasa.gov Archived April 22, 2021, at the Wayback Machine
- Wrightflyer.org Archived February 27, 2021, at the Wayback Machine
- Wrightexperience.com
- "Under The Hood of A Wright Flyer" Air & Space Magazine
- 1942 Smithsonian Annual Report acknowledging primacy of the Wright Flyer
- History of the Wright Flyer Wright State University Library