Lighter than air

LZ 129 Hindenburg at Lakehurst Naval Air Station, 1936

The modern age of aviation began with the first untethered human
lighter-than-air flight on November 21, 1783, of a hot air
balloon designed by the Montgolfier brothers. The practicality of
balloons was limited because they could only travel downwind. It
was immediately recognized that a steerable, or dirigible, balloon
was required. Jean-Pierre Blanchard flew the first human-powered
dirigible in 1784 and crossed the English Channel in one in 1785.
Rigid airships became the first aircraft to transport passengers and
cargo over great distances. The best known aircraft of this type
were manufactured by the German Zeppelin company.
The most successful Zeppelin was the Graf Zeppelin. It flew over
one million miles, including an around-the-world flight in August
1929. However, the dominance of the Zeppelins over the airplanes
of that period, which had a range of only a few hundred miles, was
diminishing as airplane design advanced. The "Golden Age" of the
airships ended on May 6, 1937 when the Hindenburg caught fire,
killing 36 people. The cause of the Hindenburg accident was initially
blamed on the use of hydrogen instead of helium as the lift gas. An
internal investigation by the manufacturer revealed that the coating
used in the material covering the frame was highly flammable and
allowed static electricity to build up in the airship. Changes to the
coating formulation reduced the risk of further Hindenburg type
accidents. Although there have been periodic initiatives to revive
their use, airships have seen only niche application since that time.
Heavier than air
In 1799, Sir George Cayley set forth the concept of the modern
airplane as a fixed-wing flying machine with separate systems for
lift, propulsion, and control. Early dirigible developments included
machine-powered propulsion (Henri Giffard, 1852), rigid frames (David
Schwarz, 1896) and improved speed and maneuverability (Alberto
Santos-Dumont, 1901)
First powered and controlled flight by the Wright brothers, December 17, 1903

There are many competing claims for the earliest powered, heavier-

than-air flight. The first recorded powered flight was carried out
by Clément Ader on October 9, 1890 in his bat-winged, fully self-
propelled fixed-wing aircraft, the Ader Éole. It was reportedly the first
manned, powered, heavier-than-air flight of a significant distance
(50 m (160 ft)) but insignificant altitude from level ground. Seven
years later, on 14 October 1897, Ader's Avion III was tested without
success in front of two officials from the French War ministry. The
report on the trials was not publicized until 1910, as they had been
a military secret. In November 1906, Ader claimed to have made a
successful flight on 14 October 1897, achieving an "uninterrupted
flight" of around 300 metres (980 feet). Although widely believed at
the time, these claims were later discredited.
The Wright brothers made the first successful powered, controlled
and sustained airplane flight on December 17, 1903, a feat made
possible by their invention of three-axis control. Only a decade
later, at the start of World War I, heavier-than-air powered aircraft
had become practical for reconnaissance, artillery spotting, and
even attacks against ground positions.
Aircraft began to transport people and cargo as designs grew larger
and more reliable. The Wright brothers took aloft the first
passenger, Charles Furnas, one of their mechanics, on May 14,
1908.
During the 1920s and 1930s great progress was made in the field of
aviation, including the first transatlantic flight of Alcock and Brown in
1919, Charles Lindbergh's solo transatlantic flight in 1927,
and Charles Kingsford Smith's transpacific flight the following year.
One of the most successful designs of this period was the Douglas
DC-3, which became the first airliner to be profitable carrying
passengers exclusively, starting the modern era of passenger airline
service. By the beginning of World War II, many towns and cities had
built airports, and there were numerous qualified pilots available.
The war brought many innovations to aviation, including the
first jet aircraft and the first liquid-fueled rockets.
NASA's Helios researches solar powered flight.

After World War II, especially in North America, there was a boom
in general aviation, both private and commercial, as thousands of
pilots were released from military service and many inexpensive
war-surplus transport and training aircraft became available.
Manufacturers such as Cessna, Piper, and Beechcraft expanded
production to provide light aircraft for the new middle-class market.
By the 1950s, the development of civil jets grew, beginning with
the de Havilland Comet, though the first widely used passenger jet
was the Boeing 707, because it was much more economical than
other aircraft at that time. At the same time, turboprop propulsion
began to appear for smaller commuter planes, making it possible to
serve small-volume routes in a much wider range of weather
conditions.
Since the 1960s composite material airframes and quieter, more
efficient engines have become available,
and Concorde provided supersonic passenger service for more than
two decades, but the most important lasting innovations have taken
place in instrumentation and control. The arrival of solid-
state electronics, the Global Positioning System, satellite
communications, and increasingly small and powerful computers
and LED displays, have dramatically changed the cockpits
of airliners and, increasingly, of smaller aircraft as well. Pilots can
navigate much more accurately and view terrain, obstructions, and
other nearby aircraft on a map or through synthetic vision, even at
night or in low visibility.
On June 21, 2004, SpaceShipOne became the first privately funded
aircraft to make a spaceflight, opening the possibility of an aviation
market capable of leaving the Earth's atmosphere. Meanwhile, flying
prototypes of aircraft powered by alternative fuels, such
as ethanol, electricity, and even solar energy, are becoming more
common.
Colonial era Edit

DC-2 at Oelin airport near Banjarmasin in 1935

Aviation service was pioneered in the early 20th century in colonial Dutch East Indies. On 1 October
1924, KLM started its first intercontinental flight, connecting Amsterdam to Batavia (now Jakarta) in
a Fokker F-VII airplane.[19] By September 1929 KLM had started regularly scheduled service
between Amsterdam and Batavia. The route connected Amsterdam to Marseille, Rome, Brindisi,
Athens, Merza Matruh, Cairo, Gaza, Baghdad, Bushire, Lingeh, Ojask, Gwadar, Karachi, Jodhpur,
Allahabad, Calcutta, Akyab, Rangoon, Bangkok, Alor Star, Medan, Palembang, and Batavia, and
extended to Bandung. Until the outbreak of the Second World War, this was the world's longest-
distance scheduled service.[19]

The Koninklijke Nederlandsch-Indische Luchtvaart Maatschappij (KNILM) — the airline of the former
Dutch East Indies — was established on 16 July 1928.[20] Its first regular operations were between
Batavia – Bandung, and Batavia – Semarang, starting on 1 November 1928. The inaugural ceremony
was held at Cililitan airport in Batavia (now Halim Perdanakusuma International Airport). The
Batavia-Semarang flight was later extended to Surabaya. Gradually, the services were expanded to
include other islands in the archipelago, namely Palembang and Medan in Sumatra, Balikpapan and
Tarakan in Kalimantan, and Denpasar in Bali. Immediately before the Pacific War, KNILM also
created a network in the east of the East Indies archipelago, serving towns such as Ambon. For this
purpose, amphibious aircraft such as the Sikorsky S-42 and S-43 and the Grumman G-21 seaplanes
were used, due to the lack of airstrip facilities in the region.[21]

As early as 1930, KNILM began its first international flight to Singapore. In June 1937, several cities in
the Dutch East Indies were visited by Amelia Earhart during her attempted circumnavigation. From
Singapore, Earhart flew to Bandung, Surabaya, and Kupang before continuing her journey to Darwin,
Australia.[22] On 3 July 1938, KNILM began operations to Sydney, stopping at Darwin, Cloncurry, and
Charleville. KNILM did not fly to the Netherlands, as the Amsterdam-Batavia weekly service was
operated by KLM.

During the Japanese attack of the Dutch East Indies, KNILM was utilized for evacuation flights and
transport of troops.[21] KNILM could not operate in East Indies because of World War II and the
ensuing Indonesian war for independence, and disbanded completely on 1 August 1947. Its
remaining assets were transferred to KLM, which created the KLM Interinsulair Bedrijf (Interinsular
Service).[20]

Republic era Edit

A Bouraq Indonesia Airlines McDonnell Douglas MD-82

The Republic of Indonesia declared its independence on 17 August 1945 and the war of
independence ensued. After enduring five years of war and securing recognition of Indonesian
Independence in late 1949, the aviation service reopened for business. The KLM Interinsulair Bedrijf
was nationalized by the Indonesian government in December 1949 as Garuda Indonesia, the national
airline of the republic, and began to operate air services in the Indonesian archipelago.[23]

In the early years of the Indonesian Republic, Garuda Indonesia dominated the air transport service
in the country, connecting major cities in the archipelago. In 1956, the Garuda Indonesia operated its
first hajj flight to Mecca with Convair aircraft, carrying 40 Indonesian pilgrims.[24] In 1963, the airline
launched flights to Hong Kong. By the mid 1960s, the airline took delivery of its first Douglas DC-8
and grew beyond the Asian market, beginning scheduled flights to Amsterdam and Frankfurt via
Colombo, Bombay, and Prague. Rome and Paris became the airline's third and fourth European
destinations, with flights stopping in Bombay and Cairo to refuel. Flights to the People's Republic of
China began that same year, with service to Canton via Phnom Penh.[24]

In 1962, the government-owned Merpati Nusantara Airlines was established to serve penerbangan
perintis (pioneer flights) with small aircraft to connect remote locations in the archipelago. The
airline however, ceased its operations in February 2014 and subsequently filed for bankruptcy.[25]

In 1969, Indonesia's private aviation service began to grow with the establishment of Mandala
Airlines, followed by Bouraq in 1970.[26] These two airlines directly competed against the
government-owned Garuda Indonesia and Merpati Nusantara airlines, and survived until the 2000s.
The Bouraq ceased its operations in 2005. Mandala was bought by Singapore-based Tigerair Group
in 2012, but Tigerair Mandala ceased its operation in 2014.[26][27]

Garuda Indonesia flight attendants in traditional kebaya and kain batik. The aviation industry serves
a vital role in Indonesian hospitality and tourism service.
In 2000, the Indonesian government announced the aviation deregulation policy, which makes it
easier to acquire a permit to establish a new airline company.[28] The policy was meant to stimulate
air transportation investments and increase air-travel business in the country, as well as to serve and
stimulate tourism industry in the region. As a result, many new airlines began to spring up in
Indonesia, among them Lion Air (est. 1999), Sriwijaya Air (est. 2003), Adam Air (operating from 2002
to 2008), and Batavia Air (operating from 2002 to 2013). The deregulation also spurred the low-cost
carrier service in Indonesia.[7] Previously, air travel service was dominated by well-established
airlines such as Garuda Indonesia and Merpati.[28]

Adam Air Flight 172.

Due to poor government control and supervision, however, aviation service deregulation provoked
price wars among low-cost carriers, resulting in fierce commercial competition at the expense of
poor maintenance and service breakdown.[28] Consequently, throughout the 2000s, the number of
Indonesian aviation accidents and incidents spiked tremendously. The most notable aviation
accidents that occurred during this period were Lion Air Flight 583 in Surakarta (30 November 2004,
killing 25) and the Adam Air Flight 574 crash into the Makassar Strait (1 January 2007, killing 107).
The aviation safety records in Indonesia continued to plummet in a series of flight accidents,
including Garuda Indonesia Flight 421 emergency landing on the Bengawan Solo River (16 January
2002, killing 1 stewardess), and Garuda Indonesia Flight 200 in Yogyakarta (7 March 2007, killing 21).
[28]

In June 2007, the European Union banned Garuda Indonesia, along with all other Indonesian airlines,
from flying into any European country due to poor safety records.[29][30] The ban on Garuda
Indonesia was lifted in July 2009.[31]

By the 2010s, the condition of Indonesian aviation began to improve compared to the previous
decade.[32] The air travel incident rate in 2010 also dropped by 40% compared to 2009.[33]
Nevertheless, several accidents occurred in the ensuing period.

The most significant current problems in Indonesian aviation are poor development and
maintenance of air transportation infrastructure, especially in remote areas. Other significant
problems include overcapacity; the massive surge of air travelers in recent years, prompted by the
growth of low-cost carrier passengers, has put intense stress on the aging airport infrastructure in
Indonesia.[7]

As of 14 June 2018, EU lifted the ban of Indonesian airliners from flying into European airspace.
Brief History of Aviation by JustFly
Throughout history, countless records have demonstrated man’s fascination
with flight. While the true origin of this quest to fly has long been lost, the
reason behind it is quite obvious. As humans, we are hardwired with the desire
to see the world, to visit the great landscapes that we have yet to lay eyes
upon.

Having the ability to fly allows us to reach these places, and reach them fast.
While the first untethered human flight occurred in the late 1700s, ideas and
designs for man-carrying flight contraptions can be traced to as far back as 428
BC. Let’s take a quick look at the past achievements that have led to the
advanced aviation technologies of today.

Archaic origins
Stories of people attempting to fly can be found throughout various ancient
cultures. In Greek mythology there is the legend of Daedalus and Icarus, the
father and son who created wings by combining feathers and wax. The story
may have ended in tragedy, but it showed that men have always wanted to fly.
Similar stories can be found in India, China and Europe.

In 852 AD, Armen Firman of Spain covered his body with feathers and created
wing-like garments that he attached to his arms. He then proceeded to jump
from a tower. Although his attempt was unsuccessful, the garments slowed his
descent, allowing him to survive with only minor injuries.

Kites, which had been invented in China sometime in the 5th century, are
known as the first aircraft made by man. Man-lifting kites where were also
utilized in China and Japan for military and punishment purposes. China is also
credited with inventing hot air balloons (3rd century BC) and rotor
wings (400 BC).

The Renaissance in Europe, from the 14th to 17th century, witnessed a creative
explosion in architecture, art, music, politics and science. Famous Renaissance
artist and inventor Leonardo da Vinci developed the early drafts for a rational
aircraft. Among his inventions were the parachute and the aerial screw. While
his ideas were not scientifically sound, they were at least reasonable.

The age of modern aviation began during the 1700s, and came to embody to
main categories: lighter-than-air aviation and heavier-than-air aviation.
 Lighter than air aviation

This type of aviation mainly involved

balloons and airships. On June 4, 1783, brothers Joseph-Michel and  Jacques-
Étienne Montgolfier exhibited their unmanned hot air balloon, which flew over
Annonay, France. By August 27 of the same year, brothers Anne-Jean and
Nicolas-Louis Robert, along with Jacques Charles, flew their unmanned
hydrogen-filled balloon over Champ de Mars, Paris.

On October 19, the Montgolfier brothers sent up a manned flight with a

tethered hot air balloon piloted by Giroud de Villette, Jean-Baptiste Réveillon
and Jean-François Pilâtre de Rozier. Then, on November 21, the brothers
launched their first untethered flight with Pilâtre de Rozier and François
d’Arlandes onboard. The balloon was lifted by hot air from a wood fire and flew
a total of nine kilometers in 25 minutes. Despite having enough fuel to fly for a
longer duration, the two aeronauts had to land because the firewood’s embers
began to burn the fabric.

Hot air balloons suffer from a disadvantage, however: lack of maneuverability.

The invention of airships, otherwise known as dirigibles or zeppelins, solved
this issue. Dirigibles derive lift from hydrogen or helium gas instead of from
heat. These airships were the first to carry passengers over long distances.
Perhaps the most famous were the dirigibles manufactured by German airship
company Luftschiffbau Zeppelin GmbH. Airships are classified into three
categories:
 Non-rigid – Also known as blimps, they lack a solid wood or metal
framework. They basically consist of envelopes filled with gas, with a small
gondola attached below.
 Semi-rigid – An airship with a solid supporting structure that only runs
on the bottom part of the ship’s interior.
 Rigid – These airships have a full internal framework, usually
constructed from wood or some type of metal, covered with an envelope. One
or more gasbags inside provide lift.
The age of lighter-than-air aviation waned with the development of better
airplane designs.  On May 6, 1937, the zeppelin Hindenburg burst into flames
and crashed to the ground at Lakehurst, N.J., killing 22 crewmen, 13 passengers
and a ground worker. The accident would mark the end of the airship era.
Heavier than air aviation

There had been various contenders for

the title of having developed the first true heavier-than-air aircraft, and more
than a little controversy surrounding the various claims. On October 9, 1890,
French inventor Clément Ader made one of the first powered flights. His “flight”
was only 20 centimeters above the ground but covered a total distance of 50
meters, which was quite significant at the time.

However, the offi cial and most universally accepted date that kickstarted
aviation as we know it today is December 17, 1903. On that day Orville and
Wilbur Wright made four flights in their Flyer, the longest of which lasted 59
seconds and covered 852 feet. The Wright brothers’flights combined both
power and control, setting a new standard for aviation.

The world’s first scheduled passenger air service began in Florida on January
14, 1914. It operated between St. Petersburg and Tampa. Despite only lasting
for four months, the flights helped pave the way for modern-day
transcontinental service.

The 1920s and 1930s were a time of explosive growth in civil aviation.
Revolutionary aircraft designs such the Douglas DC-3 — a reliable all-metal
passenger airplane — helped make air travel more accessible and comfortable
for the public.

Post-World War II civil aviation

By the end of World War II, many towns and cities had built their own airports.
Civil aviation experienced rapid growth during this period, as military aircraft
were repurposed as airliners or personal planes.

In 1944 the Convention on International Civil Aviation, aka the Chicago

Convention, was established. The agency’s goal was to standardize the
efficiency, safety and consistency of all civil flights. Today that standardization
has paid off in safer, more economical airliners operated by the major carriers.
Europe-based Airbus, U.S.-based Boeing, Brazil-based Embraer, Russia-based
United Aircraft Corporation and Canada-based Bombardier are five of the top
aircraft manufacturers today.

The era of digital aviation

With the emphasis during the modern

era on adopting digital or computerized techniques, the aviation industry has
really taken off. During the 1970s, computer-aided design and computer-aided
manufacturing (CAD/CAM) software enabled the creation of better aircraft
designs. Computer simulations have also led to the discovery of better
materials for creating lighter and stronger airplanes.

Digital systems have found their way inside the modern aircraft, rendering most
mechanical and analogue instruments obsolete. An example of this is the “glass
cockpit” employing LCD screens instead of the mechanical gauges and dials.