The dream [of flying] is as old as Icarus.. .I too want to give back to man the feeling of flight [with his 'Letatlin'-air-bike, 1929-1932]. This we have been robbed of by the mechanical flight of the aeroplane. We cannot feel the movement of our body in the air.

My brother and I became seriously interested in the problem of human flight in 1899 ... We knew that men had by common consent adopted human flight as the standard of impossibility. When a man said, “It can’t be done; a man might as well try to fly,” he was understood as expressing the final limit of impossibility. Our own growing belief that man might nevertheless learn to fly was based on the idea that while thousands of the most dissimilar body structures, such as insects, fish, reptiles, birds and mammals, were flying every day at pleasure, it was reasonable to suppose that man might also fly... We accordingly decided to write to the Smithsonian Institution and inquire for the best books relating to the subject.... Contrary to our previous impression, we found that men of the very highest standing in the profession of science and invention had attempted to solve the problem... But one by one, they had been compelled to confess themselves beaten, and had discontinued their efforts. In studying their failures we found many points of interest to us. At that time there was no flying art in the proper sense of the word, but only a flying problem. Thousands of men had thought about flying machines and a few had even built machines which they called flying machines, but these were guilty of almost everything except flying. Thousands of pages had been written on the so-called science of flying, but for the most part the ideas set forth, like the designs for machines, were mere speculations and probably ninety per cent was false. Consequently those who tried to study the science of aerodynamics knew not what to believe and what not to believe. Things which seemed reasonable were often found to be untrue, and things which seemed unreasonable were sometimes true. Under this condition of affairs students were accustomed to pay little attention to things that they had not personally tested.

Where to begin is obvious—with Michael Faraday... But we must proceed rapidly, jumping 70 to 80 years to [Alfred] Zehden (1902) and to Bachelet, then on to Kemper (1934) (surely the 'father' of Maglev), on again to Bedford, Peer and Tonks (1939) for induction levitation and finally to the Westinghouse 'Electropult' of 1946, the first high-speed linear motor ever to be built.

I built my first linear motor in 1948 and wrote my first paper on the subject in 1954. The Gorton experiment took place in 1962. The first model of a tracked hovercraft was publicly demonstrated at Browndown in the summer of 1966. We... conquered the long pole pitch problem in 1969. We were on the track of very far-reaching experiments with the emergence of a 'magnetic river' following Transpo 72 in May of that year. We were aware of the feedback amplifier type of magnetic suspension and of the cryogenic method (superconductor).

If God had meant man to fly he would have gone a little easier on the gravity.

The course of the flight up and down was exceedingly erratic, partly due to the irregularity of the air, and partly to lack of experience in handling this machine. The control of the front rudder was difficult on account of its being balanced too near the center. This gave it a tendency to turn itself when started; so that it turned too far on one side and then too far on the other. As a result the machine would rise suddenly to about ten feet, and then as suddenly dart for the ground. A sudden dart when a little over a hundred feet from the end of the track, or a little over 120 feet from the point at which it rose into the air, ended the flight. As the velocity of the wind was over 35 feet per second and the speed of the machine against this wind ten feet per second, the speed of the machine relative to the air was over 45 feet per second, and the length of the flight was equivalent to a flight of 540 feet made in calm air. This flight lasted only 12 seconds, but it was nevertheless the first in the history of the world in which a machine carrying a man had raised itself by its own power into the air in full flight, had sailed forward without reduction of speed, and had finally landed at a point as high as that from which it started.

About this time, 1655, having an opportunity of acquainting myself with astronomy by the kindness of Dr. Ward, I apply'd myself to the improving of the pendulum for such observations, and in the year 1656, or 1657, I contriv'd a way to continue the motion of the pendulum, so much commended by Ricciolus in his Almagestum which Dr. Ward had recommended to me to peruse. I made some trials to this end, which I found to succeed to my wish. The success of these made me further think of improving it for finding the longitude; and the method I had made for myself for mechanick inventions, quickly led me to the use of springs, instead of gravity, for the making a body vibrate in any posture. Whereupon I did first in great, and afterwards in smaller modules, satisfy myself of the practicableness of such an invention; and hoping to have made great advantage thereby, I acquainted divers of my freinds, and particularly Mr. Boyle, that I was possessed of such an invention, and crav'd their assistance for improving the use of it to my advantage. Immediately after his majesty's restoration Mr. Boyle was pleased to acquaint the lord Brouncher and Sir with it, who advis'd me to get a patent for the invention, and propounded very probable ways of making considerable advantage by it. To induce them to a belief of my performance, I shewed a pocket watch, accommodated with a spring, apply'd to the arbor of the ballance, to regulate the motion thereof, concealing the way I had for finding the longitude. This was so well approv'd of, that Sir Robert Moray drew me up the form of a patent, the principal part whereof, viz. the description of the watch so regulated, is his own hand writing, which I have yet by me. The discouragement I met with in the management of this affair, made me desist for that time.

Lindbergh's flight was so dramatic that it changed how the world thought about flight. He made it popular with consumers and investors. We can draw a direct connection between his winning of the Orteig Prize and today's three-hundred-billion-dollar aviation industry.

The maintenance of equilibrium in forward flight is a matter of practice, and can only be learned by repeated personal experiment.

"In ancient days two aviators procured to themselves wings. Daedalus flew safely through the middle air across the sea, and was duly honored on his landing. Young Icarus soared upwards towards the sun till the wax melted which bound his wings, and his flight ended in fiasco. In weighing their achievements perhaps there is something to be said for Icarus. The classic authorities tell us that he was only "doing a stunt," but I prefer to think of him as the man who certainly brought to light a constructional defect in the flying machines of his day. So too in science. Cautious Daedalus will apply his theories where he feels most confident they will safely go; but by his excess of caution their hidden weaknesses can not be brought to light. Icarus will strain his theories to the breaking-point till the weak joints gape. For a spectacular stunt? Perhaps partly; he is often very human. But if he is not yet destined to reach the sun and solve for all time the riddle of its constitution, yet he may hope to learn from his journey some hints to build a better machine"

In 1680, Robert Boyle published the Second Part of his Continuation of New Experiments Physico-mechanical, Touching the Spring and Weight of the Air. ...According to Boyle's preface, the experimental work... was mainly done by a remunerated technician... Denis Papin. The air-pump with which the experiments were performed was... of Papin's own design... At least some, and perhaps the greatest part, of the design of the experimental project was also owing to the technician. ...It seems also that the technician was partly, if not mainly, responsible for the composition of the experimental narratives.

On December 17, 1903, on a windy North Carolina beach for just shy of one hundred seconds, the Wright brothers demonstrated that a heavier-than-air, self-propelled vehicle could fly. The moment was electric and its importance widely understood. Almost immediately, there was an explosion of interest in this newfound technology of manned flight, and a gaggle of innovators began to build upon it.

The most amazing lesson in aerodynamics I ever had was the day I climbed a thermal in a glider at the same time as an eagle. I witnessed, close up, effortlessness and lightness combined with strength, precision and determination.

Wilbur, having used his turn in the unsuccessful attempt on the 14th, the right to the first trial now belonged to me. After running the motor a few minutes to heat it up, I released the wire that held the machine to the track, and the machine started forward into the wind. Wilbur ran at the side of the machine, holding the wing to balance it on the track. Unlike the start on the 14th, made in a calm, the machine, facing a 27-mile wind, started very slowly. Wilbur was able to stay with it till it lifted from the track after a forty-foot run. One of the life saving men snapped the camera for us, taking a picture just as the machine had reached the end of the track and had risen to a height of about two feet. The slow forward speed of the machine over the ground is clearly shown in the picture by Wilbur’s attitude. He stayed along beside the machine without any effort.