ratio of word probabilities predicted from brain for eye and airplane

eye	airplane
top 10 words in brain distribution (in article): water light form time type produce animal surface cause region	top 10 words in brain distribution (in article): horse vehicle form bird plant time design build city body
top 10 words in brain distribution (not in article): drink ice lamp rock wine beer river flow state plant	top 10 words in brain distribution (not in article): species wear type wheel egg woman cell car animal clothe
times more probable under eye 30 20 10 6 4 2.5 1.25 1 1.25 2.5 4 6 10 20 30 times more probable under airplane (words not in the model)
Eyes'" are organs that detect light, and send signals along the optic nerve to the visual and other areas of the brain. Complex optical systems with resolving power have come in ten fundamentally different forms, and 96% of animal species possess a complex optical system. Image-resolving eyes are present in cnidaria, mollusks, chordates, annelids and arthropods. The simplest "eyes", in even unicellular organisms, do nothing but detect whether the surroundings are light or dark, which is sufficient for the entrainment of circadian rhythms. From more complex eyes, retinal photosensitive ganglion cells send signals along the retinohypothalamic tract to the suprachiasmatic nuclei to effect circadian adjustment. Overview. Complex eyes can distinguish shapes and colors. The visual fields of many organisms, especially predators, involve large areas of binocular vision to improve depth perception; in other organisms, eyes are located so as to maximise the field of view, such as in rabbits and horses. The first proto-eyes evolved among animals 540 million years ago, about the time of the so-called Cambrian explosion. The last common ancestor of animals possessed the biochemical toolkit necessary for vision, and more advanced eyes have evolved in 96% of animal species in 6 of the thirty-something main phyla. In most vertebrates and some mollusks, the eye works by allowing light to enter it and project onto a light-sensitive panel of cells, known as the retina, at the rear of the eye. The cone cells (for color) and the rod cells (for low-light contrasts) in the retina detect and convert light into neural signals for vision. The visual signals are then transmitted to the brain via the optic nerve. Such eyes are typically roughly spherical, filled with a transparent gel-like substance called the vitreous humour, with a focusing lens and often an iris; the relaxing or tightening of the muscles around the iris change the size of the pupil, thereby regulating the amount of light that enters the eye, and reducing aberrations when there is enough light. The eyes of cephalopods, fish, amphibians and snakes usually have fixed lens shapes, and focusing vision is achieved by telescoping the lens — similar to how a camera focuses. Compound eyes are found among the arthropods and are composed of many simple facets which, depending on the details of anatomy, may give either a single pixelated image or multiple images, per eye. Each sensor has its own lens and photosensitive cell(s). Some eyes have up to 28,000 such sensors, which are arranged hexagonally, and which can give a full 360-degree field of vision. Compound eyes are very sensitive to motion. Some arthropods, including many Strepsiptera, have compound eyes of only a few facets, each with a retina capable of creating an image, creating vision. With each eye viewing a different thing, a fused image from all the eyes is produced in the brain, providing very different, high-resolution images. Possessing detailed hyperspectral color vision, the Mantis shrimp has been reported to have the world's most complex color vision system. Trilobites, which are now extinct, had unique compound eyes. They used clear calcite crystals to form the lenses of their eyes. In this, they differ from most other arthropods, which have soft eyes. The number of lenses in such an eye varied, however: some trilobites had only one, and some had thousands of lenses in one eye. In contrast to compound eyes, simple eyes are those that have a single lens. For example, jumping spiders have a large pair of simple eyes with a narrow field of view, supported by an array of other, smaller eyes for peripheral vision. Some insect larvae, like caterpillars, have a different type of simple eye (stemmata) which gives a rough image. Some of the simplest eyes, called ocelli, can be found in animals like some of the snails, which cannot actually "see" in the normal sense. They do have photosensitive cells, but no lens and no other means of projecting an image onto these cells. They can distinguish between light and dark, but no more. This enables snails to keep out of direct sunlight. In organisms dwelling near deep-sea vents, compound eyes have been secondarily simplified and adapted to spot the infra-red light produced by the hot vents in this way the bearers can spot hot springs and avoid being boiled alive. Evolution. Visual pigments appear to have a common ancestor and were probably involved in circadian rhythms or reproductive timing in simple organisms. Complex vision, associated with dedicated visual organs, or eyes, evolved many times in different lineages. Types of eye. Nature has produced ten different eye layouts — indeed every way of capturing an image has evolved at least once in nature, with the exception of zoom and Fresnel lenses. Eye types can be categorized into "simple eyes", with one concave chamber, and "compound eyes", which comprise a number of individual lenses laid out on a convex surface. Note that "simple" does not imply a reduced level of complexity or acuity. Indeed, any eye type can be adapted for almost any behaviour or environment. The only limitations specific to eye types are that of resolution — the physics of compound eyes prevents them from achieving a resolution better than 1°. Also, superposition eyes can achieve greater sensitivity than apposition eyes, so are better suited to dark-dwelling creatures. Eyes also fall into two groups on the basis of their photoreceptor's cellular construction, with the photoreceptor cells either being cilliated (as in the vertebrates) or rhabdomic. These two groups are not monophyletic; the cnidaira also possess cilliated cells, Pit eyes. Pit eyes, also known as stemma, are eye-spots which may be set into a pit to reduce the angles of light that enters and affects the eyespot, to allow the organism to deduce the angle of incoming light. Found in about 85% of phyla, these basic forms were probably the precursors to more advanced types of "simple eye". They are small, comprising up to about 100 cells covering about 100 µm. The directionality can be improved by reducing the size of the aperture, by incorporating a reflective layer behind the receptor cells, or by filling the pit with a refractile material. Pinhole eye. The pinhole eye is an "advanced" form of pit eye incorporating these improvements, most notably a small aperture (which may be adjustable) and deep pit. It is only found in the nautiloids. Without a lens to focus the image, it produces a blurry image, and will blur out a point to the size of the aperture. Consequently, nautiloids can't discriminate between objects with an angular separation of less than 11°. Shrinking the aperture would produce a sharper image, but let in less light. Spherical lensed eye. The resolution of pit eyes can be greatly improved by incorporating a material with a higher refractive index to form a lens, which may greatly reduce the blur radius encountered — hence increasing the resolution obtainable. The most basic form, still seen in some gastropods and annelids, consists of a lens of one refractive index. A far sharper image can be obtained using materials with a high refractive index, decreasing to the edges — this decreases the focal length and thus allows a sharp image to form on the retina. This also allows a larger aperture for a given sharpness of image, allowing more light to enter the lens; and a flatter lens, reducing spherical aberration. Such an inhomogeneous lens is necessary in order for the focal length to drop from about 4 times the lens radius, to 2.5 radii. Heterogeneous eyes have evolved at least eight times — four or more times in gastropods, once in the copepods, once in the annelids and once in the cephalopods. No aquatic organisms possess homogeneous lenses; presumably the evolutionary pressure for a heterogeneous lens is great enough for this stage to be quickly "outgrown". This eye creates an image that is sharp enough that motion of the eye can cause significant blurring. To minimize the effect of eye motion while the animal moves, most such eyes have stabilizing eye muscles. The ocelli of insects bear a simple lens, but their focal point always lies behind the retina; consequently they can never form a sharp image. This capitulates the function of the eye. Ocelli (pit-type eyes of arthropods) blur the image across the whole retina, and are consequently excellent at responding to rapid changes in light intensity across the whole visual field — this fast response is further accelerated by the large nerve bundles which rush the information to the brain. Focussing the image would also cause the sun's image to be focussed on a few receptors, with the possibility of damage under the intense light; shielding the receptors would block out some light and thus reduce their sensitivity. This fast response has led to suggestions that the ocelli of insects are used mainly in flight, because they can be used to detect sudden changes in which way is up (because light, especially UV light which is absorbed by vegetation, usually comes from above). Weaknesses. One weakness of this eye construction is that chromatic aberration is still quite high — although for organisms without color vision, this is a very minor concern. A weakness of the vertebrate eye is the blind spot which results from a gap in the retina where the optic nerve exits at the back of the eye; the cephalopod eye has no blind spot as the retina is in the opposite orientation. Multiple lenses. Some marine organisms bear more than one lens; for instance the copeopod "Pontella" has three. The outer has a parabolic surface, countering the effects of spherical aberration while allowing a sharp image to be formed. "Copilla'"s eyes have two lenses, which move in and out like a telescope. Such arrangements are rare and poorly understood, but represent an interesting alternative construction. An interesting use of multiple lenses is seen in some hunters such as eagles and jumping spiders, which have a refractive cornea (discussed next): these have a negative lens, enlarging the observed image by up to 50% over the receptor cells, thus increasing their optical resolution. Refractive cornea. In the eyes of most terrestrial vertebrates (along with spiders and some insect larvae) the vitreous fluid has a higher refractive index than the air, relieving the lens of the function of reducing the focal length. This has freed it up for fine adjustments of focus, allowing a very high resolution to be obtained. As with spherical lenses, the problem of spherical aberration caused by the lens can be countered either by using an inhomogeneous lens material, or by flattening the lens. Flattening the lens has a disadvantage: the quality of vision is diminished away from the main line of focus, meaning that animals requiring all-round vision are detrimented. Such animals often display an inhomogeneous lens instead. As mentioned above, a refractive cornea is only useful out of water; in water, there is no difference in refractive index between the vitreous fluid and the surrounding water. Hence creatures which have returned to the water — penguins and seals, for example — lose their refractive cornea and return to lens-based vision. An alternative solution, borne by some divers, is to have a very strong cornea. Reflector eyes. An alternative to a lens is to line the inside of the eye with mirrors", and reflect the image to focus at a central point. The nature of these eyes means that if one were to peer into the pupil of an eye, one would see the same image that the organism would see, reflected back out. Many small organisms such as rotifers, copeopods and platyhelminths use such organs, but these are too small to produce usable images. Some larger organisms, such as scallops, also use reflector eyes. The scallop "Pecten" has up to 100 millimeter-scale reflector eyes fringing the edge of its shell. It detects moving objects as they pass successive lenses. Compound eyes. A compound eye may consist of thousands of individual photoreception units. The image perceived is a combination of inputs from the numerous ommatidia (individual "eye units"), which are located on a convex surface, thus pointing in slightly different directions. Compared with simple eyes, compound eyes possess a very large view angle, and can detect fast movement and, in some cases, the polarization of light. Because the individual lenses are so small, the effects of diffraction impose a limit on the possible resolution that can be obtained. This can only be countered by increasing lens size and number — to see with a resolution comparable to our simple eyes, humans would require compound eyes which would each reach the size of their head. Compound eyes fall into two groups: apposition eyes, which form multiple inverted images, and superposition eyes, which form a single erect image. Compound eyes are common in arthropods, and are also present in annelids and some bivalved molluscs. Compound eyes, in arthropods at least, grow at their margins by the addition of new ommatidia. Apposition eyes. Apposition eyes are the most common form of eye, and are presumably the ancestral form of compound eye. They are found in all arthropod groups, although they may have evolved more than once within this phylum. Some annelids and bivalves also have apposition eyes. They are also possessed by "Limulus", the horseshoe crab, and there are suggestions that other chelicerates developed their simple eyes by reduction from a compound starting point. (Some caterpillars appear to have evolved compound eyes from simple eyes in the opposite fashion.) Apposition eyes work by gathering a number of images, one from each eye, and combining them in the brain, with each eye typically contributing a single point of information. The typical apposition eye has a lens focusing light from one direction on the rhabdom, while light from other directions is absorbed by the dark wall of the ommatidium. In the other kind of apposition eye, found in the Strepsiptera, lenses are not fused to one another, and each forms an entire image; these images are combined in the brain. This is called the schizochroal compound eye or the neural superposition eye. Because images are combined additively, this arrangement allows vision under lower light levels. Superposition eyes. The second type is named the superposition eye. The superposition eye is divided into three types; the refracting, the reflecting and the parabolic superposition eye. The refracting superposition eye has a gap between the lens and the rhabdom, and no side wall. Each lens takes light at an angle to its axis and reflects it to the same angle on the other side. The result is an image at half the radius of the eye, which is where the tips of the rhabdoms are. This kind is used mostly by nocturnal insects. In the parabolic superposition compound eye type, seen in arthropods such as mayflies, the parabolic surfaces of the inside of each facet focus light from a reflector to a sensor array. Long-bodied decapod crustaceans such as shrimp, prawns, crayfish and lobsters are alone in having reflecting superposition eyes, which also has a transparent gap but uses corner mirrors instead of lenses. Parabolic superposition. This eye type functions by refracting light, then using a parabolic mirror to focus the image; it combines features of superposition and apposition eyes. Other. Good fliers like flies or honey bees, or prey-catching insects like praying mantis or dragonflies, have specialized zones of ommatidia organized into a fovea area which gives acute vision. In the acute zone the eye are flattened and the facets larger. The flattening allows more ommatidia to receive light from a spot and therefore higher resolution. There are some exceptions from the types mentioned above. Some insects have a so-called single lens compound eye, a transitional type which is something between a superposition type of the multi-lens compound eye and the single lens eye found in animals with simple eyes. Then there is the mysid shrimp "Dioptromysis paucispinosa". The shrimp has an eye of the refracting superposition type, in the rear behind this in each eye there is a single large facet that is three times in diameter the others in the eye and behind this is an enlarged crystalline cone. This projects an upright image on a specialized retina. The resulting eye is a mixture of a simple eye within a compound eye. Another version is the pseudofaceted eye, as seen in Scutigera. This type of eye consists of a cluster of numerous ocelli on each side of the head, organized in a way that resembles a true compound eye. The body of "Ophiocoma wendtii", a type of brittle star, is covered with ommatidia, turning its whole skin into a compound eye. The same is true of many chitons. Relationship to lifestyle. Eyes are generally adapted to the environment and lifestyle of the organism which bears them. For instance, the distribution of photoreceptors tends to match the area in which the highest acuity is required, with horizon-scanning organisms, such as those that live on the African plains, having a horizontal line of high-density ganglia, while tree-dwelling creatures which require good all-round vision tend to have a symmetrical distribution of ganglia, with acuity decreasing outwards from the centre. Of course, for most eye types, it is impossible to diverge from a spherical form, so only the density of optical receptors can be altered. In organisms with compound eyes, it is the number of ommatidia rather than ganglia that reflects the region of highest data acquisition. Optical superposition eyes are constrained to a spherical shape, but other forms of compound eyes may deform to a shape where more ommatidia are aligned to, say, the horizon, without altering the size or density of individual ommatidia. Eyes of horizon-scanning organisms have stalks so they can be easily aligned to the horizon when this is inclined, for example if the animal is on a slope. An extension of this concept is that the eyes of predators typically have a zone of very acute vision at their centre, to assist in the identification of prey. In deep water organisms, it may not be the centre of the eye that is enlarged. The hyperiid amphipods are deep water animals that feed on organisms above them. Their eyes are almost divided into two, with the upper region thought to be involved in detecting the silhouettes of potential prey — or predators — against the faint light of the sky above. Accordingly, deeper water hyperiids, where the light against which the silhouettes must be compared is dimmer, have larger "upper-eyes", and may lose the lower portion of their eyes altogether. Depth perception can be enhanced by having eyes which are enlarged in one direction; distorting the eye slightly allows the distance to the object to be estimated with a high degree of accuracy. Acuity is higher among male organisms that mate in mid-air, as they need to be able to spot and assess potential mates against a very large backdrop. On the other hand, the eyes of organisms which operate in low light levels, such as around dawn and dusk or in deep water, tend to be larger to increase the amount of light that can be captured. It is not only the shape of the eye that may be affected by lifestyle. Eyes can be the most visible parts of organisms, and this can act as a pressure on organisms to have more transparent eyes at the cost of function. Eyes may be mounted on stalks to provide better all-round vision, by lifting them above an organism's carapace; this also allows them to track predators or prey without moving the head. Acuity. Visual acuity is often measured in cycles per degree (CPD), which measures an angular resolution, or how much an eye can differentiate one object from another in terms of visual angles. Resolution in CPD can be measured by bar charts of different numbers of white — black stripe cycles. For example, if each pattern is 1.75 cm wide and is placed at 1 m distance from the eye, it will subtend an angle of 1 degree, so the number of white — black bar pairs on the pattern will be a measure of the cycles per degree of that pattern. The highest such number that the eye can resolve as stripes, or distinguish from a gray block, is then the measurement of visual acuity of the eye. For a human eye with excellent acuity, the maximum theoretical resolution would be 50 CPD (1.2 arcminute per line pair, or a 0.35 mm line pair, at 1 m). A rat can resolve only about 1 to 2 CPD. A horse has higher acuity through most of the visual field of its eyes than a human has, but does not match the high acuity of the human eye's central fovea region. Spherical aberration limits the resolution of a 7 mm pupil to about 3 arcminutes per line pair. At a pupil diameter of 3 mm, the spherical aberration is greatly reduced, resulting in an improved resolution of approximately 1.7 arcminutes per line pair. A resolution of 2 arcminutes per line pair, equivalent to a 1 arcminute gap in an optotype, corresponds to 20 20 (normal vision) in humans. Color. All organisms are restricted to a small range of the electromagnetic spectrum; this varies from creature to creature, but is mainly between 400 and 700 nm. This is a rather small section of the electromagnetic spectrum, probably reflecting the submarine evolution of the organ: water blocks out all but two small windows of the EM spectrum, and there has been no evolutionary pressure among land animals to broaden this range. The most sensitive pigment, rhodopsin, has a peak response at 500 nm. Small changes to the genes coding for this protein can tweak the peak response by a few nm; pigments in the lens can also "filter" incoming light, changing the peak response. Many organisms are unable to discriminate between colors, seeing instead in shades of "grey"; color vision necessitates a range of pigment cells which are primarily sensitive to smaller ranges of the spectrum. In primates, geckos, and other organisms, these take the form of cone cells, from which the more sensitive rod cells evolved. Even if organisms	A fixed-wing aircraft'" is an aircraft capable of heavier-than-air flight whose lift is generated not by wing motion relative to the aircraft, but by forward motion through the air. The term is used to distinguish from rotary-wing aircraft or ornithopters, where the movement of the wing surfaces relative to the aircraft generates lift. In the United States and Canada, the term "'airplane'" is used; the term "'aeroplane'" is more common in the rest of the English-speaking countries, including Great Britain, the rest of the Commonwealth countries (excluding Canada), and the Republic of Ireland. These terms refer to any fixed wing aircraft powered by propellers or jet engines. The word derives from the Greek "αέρας" (aéras-) ("air") and "-plane". The spelling "aeroplane" is the older of the two, dating back to the mid-late 19th century. Some fixed-wing aircraft may be remotely or robot controlled. Overview. Fixed-wing aircraft range from small training and recreational aircraft to wide-body aircraft and military cargo aircraft. The word also embraces aircraft with folding or removable wings that are intended to fold when on the ground. This is usually to ease storage or facilitate transport on, for example, a vehicle trailer or the powered lift connecting the hangar deck of an aircraft carrier to its flight deck. It also embraces aircraft with "variable-sweep wings", such as the General Dynamics F-111, Grumman F-14 Tomcat and the Panavia Tornado, which can vary the sweep angle of their wings during flight. There are also rare examples of aircraft which can vary the angle of incidence of their wings in flight, such the F-8 Crusader, which are also considered to be "fixed-wing". The two necessities for fixed-wing aircraft are air flow over the wings for lifting of the aircraft, and an area for landing. The majority of aircraft, however, also need an airport with the infrastructure to receive maintenance, restocking, refueling and for the loading and unloading of crew, cargo and passengers. Some aircraft are capable of take off and landing on ice, aircraft carriers, snow, or calm water. The aircraft is the second fastest method of transport, after the rocket. Commercial jet aircraft can reach up to 1000 km h. Certified single-engined, piston-driven aircraft are capable of reaching up to 435 km h, while Experimental (modified WW II fighters) piston singles reach over 815 km h at the Reno Air Races. Supersonic aircraft (military, research and a few private aircraft) can reach speeds faster than sound. The speed record for a plane powered by an air-breathing engine is held by the experimental NASA X-43, which reached nearly ten times the speed of sound. The biggest aircraft built is the Antonov An-225, while the fastest still in production is the Mikoyan MiG-31. The biggest supersonic jet ever produced is the Tupolev Tu-160. Structure. The structure of a fixed-wing aircraft consists of the following major parts: Some varieties of aircraft, such as flying wing aircraft, may lack a discernible fuselage structure and horizontal or vertical stabilizers. Controls. A number of controls allow pilots to direct aircraft in the air. The controls found in a typical fixed-wing aircraft are as follows: The controls may allow full or partial automation of flight, such as an autopilot, a wing leveler, or a flight management system. Pilots adjust these controls to select a specific attitude or mode of flight, and then the associated automation maintains that attitude or mode until the pilot disables the automation or changes the settings. In general, the larger and or more complex the aircraft, the greater the amount of automation available to pilots. Control duplication. On an aircraft with a pilot and copilot, or instructor and trainee, the aircraft is made capable of control without the crew changing seats. The most common arrangement is two complete sets of controls, one for each of two pilots sitting side by side, but in some aircraft (military fighter aircraft, some taildraggers and aerobatic aircraft) the dual sets of controls are arranged one in front of the other. A few of the less important controls may not be present in both positions, and one position is usually intended for the pilot in command ("e.g.," the left "captain's seat" in jet airliners). Some small aircraft use controls that can be moved from one position to another, such as a single yoke that can be swung into position in front of either the left-seat pilot or the right-seat pilot (i.e. Beechcraft Bonanza). Aircraft that require more than one pilot usually have controls intended to suit each pilot position, but still with sufficient duplication so that all pilots can fly the aircraft alone in an emergency. For example, in jet airliners, the controls on the left (captain's) side include both the basic controls and those normally manipulated by the pilot in command, such as the tiller, whereas those of the right (first officer's) side include the basic controls again and those normally manipulated by the copilot, such as flap levers. The unduplicated controls that are required for flight are positioned so that they can be reached by either pilot, but they are often designed to be more convenient to the pilot who manipulates them under normal condition. Aircraft instruments. "Instruments" provide information to the pilot. "Flight instruments" provide information about the aircraft's speed, direction, altitude, and orientation. "Powerplant instruments" provide information about the the status of the aircraft's engines and APU. "Systems instruments" provide information about the aircraft's other systems, such as fuel delivery, electrical, and pressurization. "Navigation and communication instruments" include all the aircraft's radios. Instruments may operate mechanically or electrically, requiring 12VDC, 24VDC, or 400 Hz power systems. An aircraft that uses computerized CRT or LCD displays almost exclusively is said to have a "glass cockpit." Propulsion. Fixed-wing aircraft can be sub-divided according to the means of propulsion they use. Unpowered aircraft. Aircraft that primarily intended for unpowered flight include gliders (sometimes called sailplanes), hang gliders and paragliders. These are mainly used for recreation. After launch, the energy for sustained gliding flight is obtained through the skilful exploitation of rising air in the atmosphere. Gliders that are used for the sport of gliding have high aerodynamic efficiency. The highest lift-to-drag ratio is 70:1, though 50:1 is more common. Glider flights of thousands of kilometers at average speeds over 200 km h have been achieved. The glider is most commonly launched by a tow-plane or by a winch. Some gliders, called motor gliders, are equipped with engines (often retractable) and some are capable of self-launching. The most numerous unpowered aircraft are hang gliders and paragliders. These are foot-launched and are generally slower, less massive, and less expensive than sailplanes. Hang gliders most often have flexible wings which are given shape by a frame, though some have rigid wings. This is in contrast to paragliders which have no frames in their wings. Military gliders have been used in war to deliver assault troops, and specialized gliders have been used in atmospheric and aerodynamic research. Experimental aircraft and winged spacecraft have also made unpowered landings. Propeller aircraft. Smaller and older propeller aircraft make use of reciprocating internal combustion engines that turns a propeller to create thrust. They are quieter than jet aircraft, but they fly at lower speeds, and have lower load capacity compared to similar sized jet powered aircraft. However, they are significantly cheaper and much more economical than jets, and are generally the best option for people who need to transport a few passengers and or small amounts of cargo. They are also the aircraft of choice for pilots who wish to own an aircraft. Turboprop aircraft are a halfway point between propeller and jet: they use a turbine engine similar to a jet to turn propellers. These aircraft are popular with commuter and regional airlines, as they tend to be more economical on shorter journeys. Jet aircraft. Jet aircraft make use of turbines for the creation of thrust. These engines are much more powerful than a reciprocating engine. As a consequence, they have greater weight capacity and fly faster than propeller driven aircraft. One drawback, however, is that they are noisy; this makes jet aircraft a source of noise pollution. However, turbofan jet engines are quieter, and they have seen widespread usage partly for that reason. The jet aircraft was developed in Germany in 1931. The first jet was the Heinkel He 178, which was tested at Germany's Marienehe Airfield in 1939. In 1943 the Messerschmitt Me 262, the first jet fighter aircraft, went into service in the German Luftwaffe. In the early 1950s, only a few years after the first jet was produced in large numbers, the De Havilland Comet became the world's first jet airliner. However, the early Comets were beset by structural problems discovered after numerous pressurization and depressurization cycles, leading to extensive redesigns. Most wide-body aircraft can carry hundreds of passengers and several tons of cargo, and are able to travel for distances up to 17,000 km. Aircraft in this category are the Boeing 747, Boeing 767, Boeing 777, the upcoming Boeing 787 and Airbus A380, Airbus A300 A310, Airbus A330, Airbus A340, Airbus A380, Lockheed L-1011 TriStar, McDonnell Douglas DC-10, McDonnell Douglas MD-11, Ilyushin Il-86, and Ilyushin Il-96. Jet aircraft possess high cruising speeds (700 to 900 km h, or 400 to 550 mph) and high speeds for take-off and landing (150 to 250 km h). Due to the speed needed for takeoff and landing, jet aircraft make use of flaps and leading edge devices for the control of lift and speed, as well as thrust reversers to direct the airflow forward, slowing down the aircraft upon landing. Supersonic jet aircraft. Supersonic aircraft, such as military fighters and bombers, Concorde, and others, make use of special turbines (often utilizing afterburners), that generate the huge amounts of power for flight faster than the speed of the sound. Flight at supersonic speed creates more noise than flight at subsonic speeds, due to the phenomenon of sonic booms. This limits supersonic flights to areas of low population density or open ocean. When approaching an area of heavier population density, supersonic aircraft are obliged to fly at subsonic speed. Due to the high costs, limited areas of use and low demand there are no longer any supersonic aircraft in use by any major airline. The last Concorde flight was on 26 November 2003. Unmanned Aircraft. An aircraft is said to be 'unmanned' when there is no person in the cockpit of the plane. The aircraft is controlled only by remote controls or other electronic devices. Rocket-powered aircraft. Experimental rocket powered aircraft were developed by the Germans as early as World War II (see Me 163 Komet), and about 29 were manufactured and deployed. The first fixed wing aircraft to break the sound barrier in level flight was a rocket plane- the Bell X-1. The later North American X-15 was another important rocket plane that broke many speed and altitude records and laid much of the groundwork for later aircraft and spacecraft design. Rocket aircraft are not in common usage today, although rocket-assisted takeoffs are used for some military aircraft. SpaceShipOne is the most famous current rocket aircraft, being the testbed for developing a commercial sub-orbital passenger service; another rocket plane is the XCOR EZ-Rocket; and there is of course the Space Shuttle. Ramjet aircraft. A ramjet is a form of jet engine that contains no major moving parts and can be particularly useful in applications requiring a small and simple engine for high speed use, such as missiles. The D-21 Tagboard was an unmanned Mach 3+ reconnaissance drone that was put into production in 1969 for spying, but due to the development of better spy satellites, it was cancelled in 1971. The SR-71's Pratt & Whitney J58 engines ran 80% as ramjets at high speeds (Mach 3.2). The SR-71 was dropped at the end of the Cold War, then brought back during the 1990s. They were used also in the Gulf War. The last SR-71 flight was in October 2001. Scramjet aircraft. Scramjet aircraft are in the experimental stage. The Boeing X-43 is an experimental scramjet with a world speed record for a jet-powered aircraft Mach 9.7, nearly 12,000 km h (≈ 7,000 mph) at an altitude of about 36,000 meters (≈ 110,000 ft). The X-43A set the flight speed record on 16 November 2004. History. The dream of flight goes back to the days of pre-history. Many stories from antiquity involve flight, such as the Greek legend of Icarus and Daedalus, and the Vimana in ancient Indian epics. Around 400 BC, Archytas, the Ancient Greek philosopher, mathematician, astronomer, statesman, and strategist, was reputed to have designed and built the first artificial, self-propelled flying device, a bird-shaped model propelled by a jet of what was probably steam, said to have actually flown some 200 meters. This machine, which its inventor called "The Pigeon" (Greek: "Περιστέρα" "Peristera"), may have been suspended on a wire or pivot for its flight. Amongst the first recorded attempts at aviation were the attempts made by Yuan Huangtou in the 6th century and by Abbas Ibn Firnas in the 9th century. Leonardo da Vinci researched the wing design of birds and designed a man-powered aircraft in his "Codex on the Flight of Birds" (1502). In the 1630s, Lagari Hasan Çelebi flew in a rocket artificially powered by gunpowder. In the 18th century, Francois Pilatre de Rozier and Francois d'Arlandes flew in an aircraft lighter than air, a balloon. The biggest challenge became to create other craft, capable of controlled flight. Sir George Cayley, the founder of the science of aerodynamics, was building and flying models of fixed-wing aircraft as early as 1803, and he built a successful passenger-carrying glider in 1853. In 1856, Frenchman Jean-Marie Le Bris made the first powered flight, by having his glider "L'Albatros artificiel" pulled by a horse on a beach. On 28 August 1883, the American John J. Montgomery made a controlled flight in a glider. Other aviators who had made similar flights at that time were Otto Lilienthal, Percy Pilcher and Octave Chanute. The first self-powered aircraft was created by an Englishman by the name of John Stringfellow of Chard in Somerset, who created a self-powered model aircraft that had its first successful flight in 1848. Clément Ader constructed and designed a self-powered aircraft. On October 9, 1890, Ader attempted to fly the Éole, which succeeded in taking off and flying uncontrolled a distance of approximately 50 meters before witnesses. In August 1892 the Avion II flew for a distance of 200 meters, and on October 14, 1897, Avion III flew a distance of more than 300 meters. Richard Pearse made a poorly documented uncontrolled flight on March 31, 1903 in Waitohi, New Zealand, and on August 28, 1903 in Hanover, the German Karl Jatho made his first flight. Alberto Santos-Dumont, a Brazilian living in France, built the first practical dirigible balloons at the end of the nineteenth century. In 1906 he flew the first fixed wing aircraft, the "14-bis", which was of his and Gabriel Voisin's design. A later design of his, the "Demoiselle", introduced ailerons and brought all around pilot control during a flight. The Wright Brothers made their first successful test flights on December 17, 1903. This flight is recognized by the Fédération Aéronautique Internationale (FAI), the standard setting and record-keeping body for aeronautics and astronautics, as "the first sustained and controlled heavier-than-air powered flight". By 1905, the Wright Flyer III was capable of fully controllable, stable flight for substantial periods. World War I served as a testbed for the use of the aircraft as a weapon. Initially seen by the generals as a "toy", aircraft demonstrated their potential as mobile observation platforms, then proved themselves to be machines of war capable of causing casualties to the enemy. "Fighter aces" appeared, described as "knights of the air"; the greatest (by number of air victories) was the German Manfred von Richthofen, the "Red Baron". On the side of the allies, the ace with the highest number of downed aircraft was René Fonck, of France. Following the war, aircraft technology continued to develop. Alcock and Brown crossed the Atlantic non-stop for the first time in 1919, a feat first performed solo by Charles Lindbergh in 1927. The first commercial flights took place between the United States and Canada in 1919. The turbine or the jet engine was in development in the 1930s; military jet aircraft began operating in the 1940s. Aircraft played a primary role in the Second World War, having a presence in all the major battles of the war, Pearl Harbor, the battles of the Pacific, the Battle of Britain. They were an essential component of the military strategies of the period, such as the German Blitzkrieg or the American and Japanese aircraft carrier campaigns of the Pacific. In October 1947, Chuck Yeager was the first person to exceed the speed of sound, flying the Bell X-1. Aircraft in a civil military role continued to feed and supply Berlin in 1948, when access to railroads and roads to the city, completely surrounded by Eastern Germany, were blocked, by order of the Soviet Union. The first commercial jet, the de Havilland Comet, was introduced in 1952. A few Boeing 707s, the first widely successful commercial jet, are still in service after nearly 50 years. The Boeing 727 was another widely used passenger aircraft, and the Boeing 747 was the world's biggest commercial aircraft between 1970 and 2005, when it was surpassed by the Airbus A380. Designing and constructing an aircraft. Small aircraft can be designed and constructed by amateurs as homebuilts, such as Chris Neil's Woody Helicopter. Other aviators with less knowledge make their aircraft using pre-manufactured kits, assembling the parts into a complete aircraft. Most aircraft are constructed by companies with the objective of producing them in quantity for customers. The design and planning process, including safety tests, can last up to four years for small turboprops, and up to 12 years for aircraft with the capacity of the A380. During this process, the objectives and design specifications of the aircraft are established. First the construction company uses drawings and equations, simulations, wind tunnel tests and experience to predict the behavior of the aircraft. Computers are used by companies to draw, plan and do initial simulations of the aircraft. Small models and mockups of all or certain parts of the aircraft are then tested in wind tunnels to verify the aerodynamics of the aircraft. When the design has passed through these processes, the company constructs a limited number of these aircraft for testing on the ground. Representatives from an aviation governing agency often make a first flight. The flight tests continue until the aircraft has fulfilled all the requirements. Then, the governing public agency of aviation of the country authorizes the company to begin production of the aircraft. In the United States, this agency is the Federal Aviation Administration (FAA), and in the European Union, Joint Aviation Authorities (JAA). In Canada, the public agency in charge and authorizing the mass production of aircraft is Transport Canada. In the case of the international sales of aircraft, a license from the public agency of aviation or transports of the country where the aircraft is also to be used is necessary. For example, aircraft from Airbus need to be certified by the FAA to be flown in the United States and vice versa, aircraft of Boeing need to be approved by the JAA to be flown in the European Union. Quieter aircraft are becoming more and more needed due to the increase in air traffic, particularly over urban areas, as noise pollution is a major concern. MIT and Cambridge University have been designing delta-wing aircraft that are 25 times more silent (63 dB) than current craft and can be used for military and commercial purposes. The project is called the Silent Aircraft Initiative, but production models will not be available until around 2030. Industrialized production. There are few companies that produce aircraft on a large scale. However, the production of an aircraft for one company is a process that actually involves dozens, or even hundreds, of other companies and plants, that produce the parts that go into the aircraft. For example, one company can be responsible for the production of the landing gear, while another one is responsible for the radar. The production of such parts is not limited to the same city or country; in the case of large aircraft manufacturing companies, such parts can come from all over the world. The parts are sent to the main plant of the aircraft company, where the production line is located. In the case of large aircraft, production lines dedicated to the assembly of certain parts of the aircraft can exist, especially the wings and the fuselage. When complete, an aircraft goes through a set of rigorous inspection, to search for imperfections and defects, and after being approved by the inspectors, the aircraft is tested by a pilot, in a flight test, in order to assure that the controls of the aircraft are working properly. With this final test, the aircraft is ready to receive the "final touchups" (internal configuration, painting, etc), and is then ready for the customer. Comparisons. There are three main statistics which may be used to compare the safety of various forms of travel: It is worth noting that the air industry's insurers base their calculations on the "number of deaths per journey" statistic while the industry itself generally uses the "number of deaths per kilometre" statistic in press releases. Causes. The majority of aircraft accidents are a result of human error on the part of the pilot(s) or controller(s). After human error, mechanical failure is the biggest cause of air accidents, which sometimes also can involve a human component; e.g., negligence of the airline in carrying out proper maintenance. Adverse weather is the third largest cause of accidents. Icing, downbursts, and low visibility are often major contributors to weather related crashes. Birds have been ranked as a major cause for large rotor bursts on commercial turboprop engines, spurring extra safety measures to keep birds away. Technological advances such as ice detectors also help pilots ensure the safety of their aircraft.