As an independent science, the main science in the field of aerodynamics – aerodynamics – emerged in the early 20th century in connection with the needs of aviation. Nascent aviation required the development of theory and creation of methods to calculate aerodynamic forces and moments, propeller thrust force. One of the first in the world science theoretical studies of these issues is contained in the works of Russian scientists K.E. Tsiolkovsky “On the Issue of Flying by Wings” (1891) and N.E. Zhukovsky “On the Theory of Flying” (1891). The theory, which allows the calculation of the lifting force of a wing of infinite span, was developed in the early 20th century in Russia by N. E. Zhukovsky and S. A. Chaplygin. A. Chaplygin, in Germany W. Kutta in Germany and in England by F. Lanchester. The works of N. E. Zhukovsky, expounding the vortex theory of the propeller, appeared in 1912. Developed by N. Е. Zhukovsky and S. The theory of grids, consisting of the wing profiles, developed by N.E. Zhukovsky and S. A. Chaplygin, made it possible to take into account the mutual influence of the propeller blades and became the basis for the calculation of the wheels and guide grids of turbomachines. The first work on the flight dynamics should be considered as the memoir by N.E. Zhukovsky “On soaring birds” (1892), which provides a theoretical basis for the “dead loop”, first performed by the Russian pilot P.N. Nesterov in 1913.

Simultaneously with the development of flight theory to obtain numerical values of aerodynamic characteristics, special aerodynamic laboratories are created, equipped with wind tunnels, which became the basis of experimental aerodynamics, the creators of which can be considered N.E. Zhukovsky, the French scientist J. Eiffel and the German scientist L. Prandtl. IN 1902 N. Е. Zhukovsky established the Aerodynamic Laboratory of the Moscow State University, and in 1904 the Aerodynamic Institute in Kuchin. In 1909 was created the aerodynamic laboratory by J. Eiffel in Paris, and a little later by L. Prandtl in Göttingen. On the proposal of N.E. Zhukovsky in 1918 was established Central Aerohydrodynamic Institute (CAHI), which is currently one of the largest centers of aerodynamic research in the world.

Simultaneously with the development of aviation technology, scientists from different countries conducted theoretical research and experimental work in the field of aerodynamics and strength of the aircraft. Scientific works of Zhukovsky (“Dynamics of airplanes in a rough description”, “Propeller vortex theory”, etc.) had a huge impact on the development of world aviation science. Zhukovsky armed designers with the method of calculating flight data of aircrafts. His pupil V.P. Vetchinkin worked in the field of airplane and propeller theory, calculations of their strength. Chaplygin continued to develop the theory of the wing. His work “On Gas Jets” (1902) is well ahead of similar works of scientists in Western Europe and the USA. Studies of models of various aircraft schemes in wind tunnels were conducted. Work on improvement of propellers, the first parachutes, etc. was going on. As a result, during the 1-st World War I airplanes flight data became much better: fighters velocity grew from 90-120 up to 200-220 km/h, ceiling – from 2 to 7 km.

Scientific research front also expanded. On May 9, 1924, the new aerodynamic laboratory (now named after S.A. Chaplygin) was established in TsAGI. Then laboratories for testing of aviation materials and engines, a hydrochannel and an experimental plant were also built there.

To further deployment of research activities TsAGI separated from Tupolev Design Bureau (KB); Department of aircraft materials, transformed into the All-Union Institute of Aviation Materials (VIAM), and aircraft engine department, which became the Central Institute of Aviation Motors (CIAM). Several small design teams headed by V.V. Kalinin, V.B. Shavrov, D.P. Grigorovich, A.I. Putilov, A.S. Yakovlev, at Moscow and Kharkov Aviation Institutes, etc. worked in parallel with large design bureaus of Tupolev and Polikarpov.

During the 30’s, the scientists solved a number of the most important principal issues of flutter, in particular, the problem of elimination of the flutter – the wing and tail rotations with the growing amplitude in the air flow – and spinning out, which ensured rapid qualitative growth of the domestic aircraft industry. The study of flutter was conducted in the 20’s Vetchinkin and Chaplygin, and in 1931 at the TsAGI was organized by a special group. Theoretical and experimental research conducted by the group, which included M. V. Keldysh, E. P. Grossman and others, made it possible to develop recommendations for designers who permanently cured aircraft from the dangerous phenomenon of vibration. The beginning of the practical study of the release of aircraft from spin was laid (1916) by the Russian pilot K. K. Artseulov. The solution to the spin problem was outlined in the works of Soviet aerodynamic scientists V. S. Pyshnov and A. N. Zhuravchenko. Studies of spin modes were carried out in the specially built TsAGI wind tunnel.

An important role in the practical application of scientific research, their technical implementation was played by a group of specialists from TsAGI and other institutions in 1940-1941 “Guidelines for designers” which unified the methods of designing, building and testing aircraft.

In the United States, the overall management of research in the field of aerodynamics is carried out by NASA (National Aerodynamics and Space Exploration Committee), which has large laboratory centers in Moffett Field (California), Langley Field (Virginia), etc., as well as in the California and Massachusetts Institute of Technology, research institutes of the Air Force, Navy and the laboratories of major firms producing airplanes, missiles and weapons. There are large centers of research in aerodynamics in England, France, Japan and other countries.