If Man Were Meant To Fly

About the Book

The historic evolvement of flight from Icarus of Greek mythology is delineated.  Leonardo da Vinci was the first to state some rational principles in his treatise on the flight of birds—Sul Volvo Degli Ucelli ---in 1483. This work was not made known to the world until 1797, more than 300 years later.

The Wright brother’ flight at Kitty Hawk in 1903 started the heavier than air aviation adventure.

Basic flight principles are defined with the interrelation of power plants, aerodynamics, and structural materials.  Power plants development started with 12 horsepower using the “Otto”cycle reciprocating principle.  By using improved materials, better cooling methods, and leaded fuel with 100 octane rating, power output increased to 5,000 horsepower.  The reciprocating engine became obsolete with the introduction of the jet engine cycle.  This cycle started at less than 1,000 pounds thrust to today’s awesome 100,000 pounds.  A better understanding of airflow dynamics produced lower drag and higher lift based upon many hours of testing in both wind tunnels and free flight for the airplanes designed.  Structural materials were improved by making new alloys that improved the strength to weight ratio.  Combining these fundamentals resulted in the aircraft’s of that particular era.  Depending upon whom does the combining and the availability of components, a pot-pour-ri of aircraft resulted.  Superior aircraft is the one that had the optimal combination at that time.

Fighters, bombers, commercial transports, cargo airplanes, anti-submarine airplanes, flying boats, balloons, dirigibles, and helicopters are evaluated based upon the design objectives of the time.  Power assist by aerodynamic or mechanical means for flight control of larger and faster airplanes contributed to a successful design. Electronics from a crude beginning became pervasive for navigation, safety, and stabilization consideration .

The FAA rules and regulations on passenger aircraft performance are examined and critiqued.

Anti-dotes of people involved in aviation’s evolution are presented relating to the specific subject matter.

Lessons learned in the almost a 100 years of flight provide answers on what works and what does not. Power plants must be improved to use less fuel.  Materials need improvement in strength to weight ratio.  The aerodynamics is available to do an adequate job.  The question remaining is money.  Would enough money solve the problems or would that solution make the answer financially untenable?  Aviation’s future does not appear promising at the present moment.  A break-through is required.  Is fusion a likely answer?  That could certainly open up a new line of approach!

Reasons for the tremendous cost escalation in all new programs are investigated, with the conclusion that some are necessary to advance the state-of-art, but others result from “wish list” which do not contribute to the overall objective.  Tremendous bureaucracy creates mountains of paper work to keep people busy that may help in unemployment rate but does not contribute to the ability of the flying machine.  Fortunately the machine does not know how to read.

Space is a frontier that has just begun.  Is that the new frontier?  Cost of launches is astronomical. The major pay-off has been orbiting satellites that provide platforms for telecosm. Broadband communication is here.  Refinements could eliminate the need for airline travel for business conferences.  Fusion is a potential cost reducer for launches.

About the Author

Jim Hong was born at Pocatello, Idaho in 1920. Graduated Cum Laude, University of Washington, Seattle Washington, BS Aeronautical engineering in 1941. He had more than 33 years involvement in all phases of analysis, design, testing, manufacturing, and management at Lockheed Aircraft Corp. on fighters, bombers, civilian transports, cargo, anti-submarine aircraft, and helicopters. After Lockheed other development programs involved the successful re-engine of the stretched Douglas DC-8 airplane with the G.E., CFM-56 engine. This resulted in major improvements in noise and fuel consumption for the DC-8. A similar program was initiated for the Douglas DC-9, the Boeing 727 and the 737 with the use of an improved Rolls Royce engine. Awarded the SAE Wright Brothers medal in 1970. Taught several courses during WWII. Guest lecturer at California Institute of Technology. Taught one semester at University of Southern California after retirement from Lockheed prior to moving to Fallbrook, Ca. Lectured on aviation progress at Nanjing Aeronautical Institute, Nanjing, China in 1979.