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The Effects of Deregulation As long ago as 1884 a machin within 8, 000 pounds demonstrate its power both to lift its from th ground and to maintain a spd of from 30 to 40 mils pr hour, but find of success owing to th inability to balance and str it property. noirs hav, until rent yar's, fought shy of anything rating to arial navigation. Thos who venture, in studying was satisfied knowing th grant obstacle in th way was th lack of a motor sufficiently light to sustain its wight and that of an airplane upon th air. Fifth yar's last th light stam motor was th marin non, within 60 pounds to th horsepower. During th past fifth yar's a grat chang has take plac. Stam motors hav bn product within only 10 pounds pr horsepower, and gas nine hav bn light down to 12 1 / 2 to 15 pounds pr horsepower.
By that tim the was an ida that man could sunday fly through th air, although book thy wr abl to figure out how thy had to figure out safty & stability, which was a very important problem to solv. Th difficulties which obstruct th pathway to success in flying-machin construction ar of thr general class: (1) Thos which read to th construction of th sustaining wings. (2) Thos which read to th generation and application of th power required to driv the machine through the air; (3) Those relating to the balancing and steering of the machine after it is actually in flight. Herr Otto Lilienthal seems to have been the first man who really comprehended that balancing was the first instead of the last of the great problems in connection with human flight. He built a pair of wings of a size suitable to sustain his own weight, and made use of gravity as his motor. It had one serious drawback, however, in that it always insisted on fixing the conditions under which it would work. These were, that the man should first betake himself and machine to the top of a hill and fly with a downward as well as a forward motion.
Although Lilienthal must have thought the conditions were rather hard, he nevertheless accepted them till something better should turn up; and in this manner he made some two thousand flights, in a few cases landing at a point more than 1, 000 feet distant from the place he started. Lilienthal not just thought, but acted, which doing this, he probably made the greatest contribution to the solution of the flying problem that has ever been made by any one man. Lilienthal died in 1896. Herr Lilienthal was followed by Mr. Pilcher, a young English engineer and also followed by Mr.
Chalute. The Pilcher machine was similar to that of Lilienthal. On one occasion, while exhibiting the flight of his machine to several members of the Aeronautical Society of Great Britain, it suddenly collapsed and fell to the ground. Octave Chanute was born in France in 1832 and died in 1910.
He designed the first railroad bridge over ther Missouri River & designed the Union Stockyards in Chicago & Kansas City. Chanutes machines marked a great advance. The guiding of the machine was done by a slight movement of the operator's body toward the direction in which it was desired that the machine should go. Since then further advances have been made by two gentlemen from Dayton, Ohio. Mr.
Wilbur Wright and Mr. Orville Wright. Which tried numerous experiments & found numerous results in october of 1900. They conducted the experiments on the shore of North Carolina.
They designed and built their own glider which was finished on July 27, 1901. >From all their experiments they found out how to fly by solving problems that gliders & other Engineers had. In 1901, Glenn Hammond Curtiss had established a motorcycle manufacturing company. In time he would have a chain of bicycle and motorcycle shops. Curtiss became involved with the building of aircraft through his relationship with Alexander Graham Bell and other enthusiast.
By 1914, Curtiss' company was manufacturing aircraft for the United States Military and European Governments and training Army and Navy pilots. Curtiss was also known for forming the Aerial Experiment Association, established a flying school, setting speed records. he also developed the first practical amphibious aircraft, which began the U. S. Naval Aviation & made the first tran- Atlantic flight in 1919. After the airplane was made people began to experiment with them.
One of the most important achievements in aviation history was a flight made by Charles Lindbergh. In May 1927, Charles Lindbergh few 3, 610 miles nonstop from New Your to Paris in just under 34 hours in his single engine Ryan NYP monoplane the Spirit of St. Louis. He was born in Detroit, Michigan on February 4, 1902. As a child, Charles was especially interested in mechanics.
By age nine, he knew all about gasoline engines. At age eleven, his parents put him in charge of driving and fixing their car. After school in Nebraska he enrolled in the U. S. Army flight school to become a professional pilot. At the beginning of 1942 the United States and its allies were reeling from the blows of the Axis powers.
In the Pacific, Japan had taken Malaya, Singapore, Java, Guam and Wake Island. In the Atlantic, German U-boats were sinking American ships with sight of the U. S. coast. The Germans were strangling Britain and the Germans were on the suburbs of Moscow.
Through all the gloom there was a raid on Japan. The U. S. Navy conceived the raid as a way to raise morale.
It was a way to strike back & show that no matter what the U. S. wouldn't give up. The leader of the attack was Lt.
Col. James H. Doolittle. Jimmy Doolittle pushed for higher octane for aircraft in the 1930 s. The 16 bombers struck Tokyo, Kobe, Nagoya, and Yokohama.
Most of the planes crash land in China but one landed in the Soviet Union. For the leadership in that raid Jimmy Doolittle recieved the Medal of Honor. Charles E. "Chuck" Yeager gained fame as the first man to fly faster than the speed of sound. The flight took place on October 14, 1947 at Music Dry Air Field (now Edward Air Force Base), California. He completed basic training at Ellington Field, Texas and served two months at Mather Field, California and later at Moffet Field, California. On December 7, 1941, he was transferred to Victorville Air Base, George Air Force Base, California, cause the United States entered World War 2.
On July 1942, he was selected for pilot training and graduated March 10, 1943. He retired from active duty in the U. S. Air Force on March 1, 1975. He was awarded a peacetime Congressional Medal of Honor by the Congress of the United States (presented by President Gerald Ford in 1976), and was awarded the Presidential Medal of Freedom by President Ronald Reagan in May 1985. General Yeager has flown 201 types of military aircraft and has more than 14, 000 flying hours, with more than 13, 000 of these in fighter aircraft.
Most Airlines didn't start as a airline but Mail Services and Agriculture. Continental Airlines' history dates back to 1934, when the carrier was operated under the name of Varney Speed Lines by its owners Walter Varney and Louis Mueller. The carrier operated between Pueblo, Colorado to El Paso, Texas with stops in Las Vegas, Santa Fe and Albuquerque, New Mexico. In 1936 Mueller sold 40 percent of the company to Robert Six.
In July of 1937 he changed the name to Varney Speed Lines to Continental Airlines and the carrier moved its headquarters from El Paso, Texas to Denver, Colorado. In the early 1950 's, Continental Airlines merged with southwest based Pioneer Airlines. By the end of the 1950 's, Continental Airlines had expanded its routes to include Chicago and Los Angeles and was operating 7 days a week. By the early 1960 's, Continental moved its headquarters to Los Angles, California and was providing air transportation for United States Military troops to the Orient during the Vietnam conflict. Continental formed Air Micronesia, picking up air routes between Saipan and Honolulu. With the passing of the Airline Deregulation Act of 1978 airline carries were provided with new freedoms to expand their route systems and the flexibility to develop innovative pricing structures.
The 1978 Airline Deregulation Act deeply affected the air transportation industry. Fares established by the Civil Aeronautics Board (CAB) based on a uniform rate-of-return regulation prior to deregulation became subject only to market forces. Firms facing bankruptcy were no longer automatically rescued with inflows of federal money. Certificates of convenience and necessity previously required to open new routes were no longer needed. Finally, airlines dissatisfied with some of their less traveled routes could now choose to end service on those routes. These developments led to intense price competition, the entry of numerous new low-cost firms, the development of hub and spokes networks, and the beginning of what some predicted would be a perfectly contestable market.
The Airline Deregulation Act spawned the hub and spoke method of passenger delivery as well increasing the level of competition amongst firms causing a decrease in passenger airfares and an increase in carriers'! airport presence. Legislatively mandated to promote the air transport system, the Civil Aeronautics Board believed that passengers traveling shorter distances -- more typical of travel from small- and medium-sized communities -- would not choose air travel if they had to pay the full cost of service. Thus, the Board set fares relatively lower in short-haul markets and higher in long-haul markets than would be warranted by costs. In effect, long-distance travel subsidized short-distance markets. In addition, the Board did not allow new airlines to form and compete against the established carriers.
Concerned that government regulation had caused fares to be too high in many heavily traveled markets, had made the airline industry inefficient, and had inhibited its growth, the Congress deregulated the industry. The Airline Deregulation Act of 1978 phased out the government's control over fares and service but did not change the government's role in regulating and overseeing air safety. Deregulation was expected to result in lower fares at large-community airports, from which many trips are long distance, and somewhat higher fares at small- and medium-sized community airports. Increased competition from new airlines because it was not possible to enter the market without need to be approved by the CAB.
Greater use of turboprop (propeller) aircraft by airlines in place of jets in smaller markets was also expected because these smaller areas could not economically support jet service. In 1990, the General Accounting Office found that overall fares had fallen not only at airports serving large communities, as was expected, but at airports serving small- and medium-sized communities as well. It can be noted, however, that despite the overall trend toward lower airfares, some small- and medium-size community airports had experienced substantial increases in fares following deregulation, especially in the Southeast. As of the first six months of 1995, airfares overall continued to be below what they were in 1979 for airports serving small, medium, and large communities. Comparing full-year data for 1979 and 1994, the fares per passenger mile, adjusted for inflation, were about 9 % lower for small-community airports, 11 % lower for medium-community airports, and 8 % lower for large-community airports. Despite the general trend toward lower fares, however, fares at small- and medium-sized community airports have remained consistently higher than fares at airports serving large communities, largely because of the economics associated with traffic volume and trip distance.
As the volume of traffic and average length of haul increase, the average cost per passenger mile decreases, allowing for lower fares. Airports serving small- and medium-sized communities tend to have fewer heavily traveled routes and shorter average distances, resulting in higher fares per passenger mile compared with those of large-community airports. The overall trend toward lower fares since deregulation is largely due to increased competition, caused in many cases by the entry of new airlines. The average number of large airlines serving the medium-sized-community airports, for example, increased by over 50 % between 1978 and 1994, while the average number of commuter carriers serving these airports increased by about 40 %. Low-cost airlines, such as America West and Southwest Airlines have accounted for much of this new entry, resulting in substantially lower fares at airports in the West and...
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Research essay sample on Medium Sized Charles Lindbergh
