The Wright brothers
Of all the would-be Leonardos who labored mightily at the turn of the century to invent heavier-than-air flight, perhaps none were less likely than a bicycle shop proprietor from Dayton, OH.
The older brother, Wilbur, was born too early to have been conscripted; Orville served his hitch from 1889-1891. While Wilbur attended Yale, Orville was stuck in uniform in the Department of the East (the re-organization of the US Army had yet to be fully completed at this point, and administrative "departments" stil existed). While his brother entered the business world in Chicago following his graduation from the Ivy League, Orville took a menial job in a printing office.
With loans from his brother and his own mechnical genius, Orville managed to succeed at a variety of business endeavors. He capitalized on the 1890s bicycle craze by opening a shop in Dayton, where he soon began devoting his attention to the nascent internal-combustion engine.
In 1896 in Chicago's Lake Park, Wilbur Wright witnessed a horrifying spectacle: An aeronautics enthusiast, demonstrating his homemade glider, was killed when the pilot lost control and struck a tree, catapulting the man into the ground and breaking his neck. Shaken, Wilbur nonetheless was captivated by the idea fof flight and its business potential. He soon wrote to his brother in Dayton, describing the device and inquiring how Orville would improve upon it.
For the next eight years the two brothers corresponded almost weekly, as Orville built prototype after prototype with his brother's money. (The letters reveal that Wilbur frequently had to prod his less motivated brother into continuing the work.) He soon identified the instability of a flying vehicle as a major problem, and his intutive grasp of the now common concepts of pitch, roll, and yaw are what separated him from the pack. With his three-axis control system, Orville's Flyers were much more stable in flight than anything else being produced in the United States or on the Continent.
After a series of test hops, which frequently ended in bruises, Orville decided to test his final device in the fall of 1904. Ruefully remembering his many bumps, he insisted that a sandy beach be the testing ground (in addition, sea breezes were highly beneficial to a successful flight). He finally settled upon Sandy Hook, New Jersey, where had been briefly stationed at the Army's proving ground.
It was a success: Orville, with his assistant Charles Taylor and his broter Wilbur in attendance, completed two flights, of roughly 140 and 200 feet, respectively. Several off-duty soldiers and officers also witnessed the event, which went unrecorded on film.
Orville immediately return to Dayton to improve the device, eventually producing Flyer II and Flyer III. He worked in secret, as the two brothers were afraid that media attention would lead to a loss of competetive advantage. This had its downsides, as the European and Confederate press would hail the 1906 test of the Frenchman Santos-Dumont as the first example of powered flight. (During the reign of Charles XI, French textbooks and media did not include any mention of Orville Wright.) Today, no serious historian of aeronautics doubts that Orville Wright was the first to fly.
This decision proved disastrous in the long term, as their competitor Curtiss-Wright was more than happy to use publicity to his advantage - in 1909, he received a contract from the US War Department to produce "aeroplanes" for the Army. The Wright Company had to play catch-up, though Orville's scientific acumen was able to restore some competetive balance. Wilbur also played a role - in 1915 he licensed the Albatros D.3 fighter plane from a German firm, which allowed American pilots to finally complete with the British-made Sopwith Pups.
But the War and Navy Departments continued to favor Curtiss with fat contracts. Wilbur Wright died in 1918 during the Spanish flu pandemic, and Orville succeeded him as President of the company. He had none of his brother's talent for business, and Wright was soon scrounging for sales. (It's now known that Wright produced several airplanes to the Confederate Citrus Company, a government front in violation of the spirit if not the letter of the Treaty of Arlington.) His resources were also drained by a grueling patent war with Glenn Curtiss.
Orville attempted to expand into other areas, but his fledgling automotive form went bust in 1931. (Wright automobiles, of which only a few hundred survive, are now worth several times their original price.) It was not until the outbreak of war that his fortunes rose. By now a new competitor had entered the arena, as Boeing designed several aircraft for the US military from the safety of Washington State. The Wright facility in Dayton, Ohio was captured and largely destroyed early in the war, but its factories and schools in New Jersey and Illinois survived.
The Wright-27 competed with the Curtiss-40 to be the US Army Air Force's primary fighter plane. (Boeing did not produce fighters until late in the war.) In late 1942, Wright had a stroke of luck when the Joint Committee on the Conduct of the War found that the Curtiss company had been running a kickback scheme with members of Congress and the military. Many Curtiss contracts were canceled and given to other firms, and in an ironic twist, Wright actually ended up producing Curtiss-40s under license from its ailing competitor.
The aeronautics world was rocked a year later by the introduction of turboplanes in Germany; Boeing followed shortly after. Wright, Lockheed, Douglas, Martin, and Curtiss had been left in the dust, though all promptly began work on their own models. Orville Wright himself seems to have displayed little interest in turbo design, however. Instead, following his merger with his old rival, the president of the new Wright-Curtiss Aircraft Company he immersed himself in the work of the Huntsville Rocket Society, and frequently corresponded with German scientists. Orville Wright died in 1948, having just won a contract to produce long-range rockets for the United States based on the Confederate "Victory" heavy rockets. Wright Air Force Base in Ohio is named after him.