Certain experiments made in England by Mr Phillips seem to have come near robbing the Wright Brothers of the honour of the first flight; notes made by Colonel J. D. Fullerton on the Phillips flying machine show that in 1893 the first machine was built with a length of 25 feet, breadth of 22 feet, and height of 11 feet, the total weight, including a 72 lb. load, being 420 lbs. The machine was fitted with some fifty wood slats, in place of the single supporting surface of the monoplane or two superposed surfaces of the biplane, these slats being fixed in a steel frame so that the whole machine rather resembled a Venetian blind. A steam engine giving about 9 horse-power provided the motive power for the six-foot diameter propeller which drove the machine. As it was not possible to put a passenger in control as pilot, the machine was attached to a central post by wire guys and run round a circle 100 feet in diameter, the track consisting of wooden planking 4 feet wide. Pressure of air under the slats caused the machine to rise some two or three feet above the track when sufficient velocity had been attained, and the best trials were made on June 19th, 1893, when at a speed of 40 miles an hour, with a total load of 385 lbs., all the wheels were off the ground for a distance of 2,000 feet.

189 In 1904 a full-sized machine was constructed by Mr Phillips, with a total weight, including that of the pilot, of 600 lbs. The machine was designed to lift when it had attained a velocity of 50 feet per second, the motor fitted giving 22 horse-power. On trial, however, the longitudinal equilibrium was found to be defective, and a further design was got out, the third machine being completed in 1907. In this the wood slats were held in four parallel container frames, the weight of the machine, excluding the pilot, being 500 lbs. A motor similar to that used in the 1904 machine was fitted, and the machine was designed to lift at a velocity of about 30 miles an hour, a seven-foot propeller doing the driving. Mr Phillips tried out this machine in a field about 400 yards across. ‘The machine was started close to the hedge, and rose from the ground when about 200 yards had been covered. When the machine touched the ground again, about which there could be no doubt, owing to the terrific jolting, it did not run many yards. When it came to rest I was about ten yards from the boundary. Of course, I stopped the engine before I commenced to descend.’6

S. F. Cody, an American by birth, aroused the attention not only of the British public, but of the War Office and Admiralty as well, as early as 1905 with his man-lifting kites. In that year a height of 1,600 feet was reached by one of these box-kites, carrying a man, and later in the same year one Sapper Moreton, of the Balloon Section of the Royal Engineers (the parent of the Royal Flying Corps) remained for an hour at an altitude of 2,600 feet. Following on the success of these kites, Cody constructed an aeroplane which he190 designated a ‘power kite,’ which was in reality a biplane that made the first flight in Great Britain. Speaking before the Aeronautical Society in 1908, Cody said that ‘I have accomplished one thing that I hoped for very much, that is, to be the first man to fly in Great Britain.... I made a machine that left the ground the first time out; not high, possibly five or six inches only. I might have gone higher if I wished. I made some five flights in all, and the last flight came to grief.... On the morning of the accident I went out after adjusting my propellers at 8 feet pitch running at 600 (revolutions per minute). I think that I flew at about twenty-eight miles per hour. I had 50 horse-power motor power in the engine. A bunch of trees, a flat common above these trees, and from this flat there is a slope goes down ... to another clump of trees. Now, these clumps of trees are a quarter of a mile apart or thereabouts.... I was accused of doing nothing but jumping with my machine, so I got a bit agitated and went to fly. I went out this morning with an easterly wind, and left the ground at the bottom of the hill and struck the ground at the top, a distance of 74 yards. That proved beyond a doubt that the machine would fly—it flew uphill. That was the most talented flight the machine did, in my opinion. Now, I turned round at the top and started the machine and left the ground—remember, a ten mile wind was blowing at the time. Then, 60 yards from where the men let go, the machine went off in this direction (demonstrating)—I make a line now where I hoped to land—to cut these trees off at that side and land right off in here. I got here somewhat excited, and started down and saw these trees right in front of me. I did not want to191 smash my head rudder to pieces, so I raised it again and went up. I got one wing direct over that clump of trees, the right wing over the trees, the left wing free; the wind, blowing with me, had to lift over these trees. So I consequently got a false lift on the right side and no lift on the left side. Being only about 8 feet from the tree tops, that turned my machine up like that (demonstrating). This end struck the ground shortly after I had passed the trees. I pulled the steering handle over as far as I could. Then I faced another bunch of trees right in front of me. Trying to avoid this second bunch of trees I turned the rudder, and turned it rather sharp. That side of the machine struck, and it crumpled up like so much tissue paper, and the machine spun round and struck the ground that way on, and the framework was considerably wrecked. Now, I want to advise all aviators not to try to fly with the wind and to cross over any big clump of earth or any obstacle of any description unless they go square over the top of it, because the lift is enormous crossing over anything like that, and in coming the other way against the wind it would be the same thing when you arrive at the windward side of the obstacle. That is a point I did not think of, and had I thought of it I would have been more cautious.’
Colonel Cody’s man-lifting kite, in mid-air, with an officer of the Royal Engineers in basket.
Rheims Meeting:
Lieutenant Bassel en cerf volant.

This Cody machine was a biplane with about 40 foot span, the wings being about 7 feet in depth with about 8 feet between upper and lower wing surfaces. ‘Attached to the extremities of the lower planes are two small horizontal planes or rudders, while a third small vertical plane is fixed over the centre of the upper plane.’ The tail-piece and principal rudder were fitted behind the main body of the machine, and a horizontal192 rudder plane was rigged out in front, on two supporting arms extending from the centre of the machine. The small end-planes and the vertical plane were used in conjunction with the main rudder when turning to right or left, the inner plane being depressed on the turn, and the outer one correspondingly raised, while the vertical plane, working in conjunction, assisted in preserving stability. Two two-bladed propellers were driven by an eight-cylinder 50 horse-power Antoinette motor. With this machine Cody made his first flights over Laffan’s plain, being then definitely attached to the Balloon Section of the Royal Engineers as military aviation specialist.

There were many months of experiment and trial, after the accident which Cody detailed in the statement given above, and then, on May 14th, 1909, Cody took the air and made a flight of 1,200 yards with entire success. Meanwhile A. V. Roe was experimenting at Lea Marshes with a triplane of rather curious design, the pilot having his seat between two sets of three superposed planes, of which the front planes could be tilted and twisted while the machine was in motion. He comes but a little way after Cody in the chronology of early British experimenters, but Cody, a born inventor, must be regarded as the pioneer of the present century so far as Britain is concerned. He was neither engineer nor trained mathematician, but he was a good rule-of-thumb mechanic and a man of pluck and perseverance; he never strove to fly on an imperfect machine, but made alteration after alteration in order to find out what was improvement and what was not, in consequence of which it was said of him that he was ‘always satisfied with his alterations.’

193 By July of 1909 he had fitted an 80 horse-power motor to his biplane, and with this he made a flight of over four miles over Laffan’s Plain on July 21st. By August he was carrying passengers, the first being Colonel Capper of the R.E. Balloon Section, who flew with Cody for over two miles, and on September 8th, 1909, he made a world’s record cross-country flight of over forty miles in sixty-six minutes, taking a course from Laffan’s Plain over Farnborough, Rushmoor, and Fleet, and back to Laffan’s Plain. He was one of the competitors in the 1909 Doncaster Aviation Meeting, and in 1910 he competed at Wolverhampton, Bournemouth, and Lanark. It was on June 7th, 1910, that he qualified for his brevet, No. 9, on the Cody biplane.

He built a machine which embodied all the improvements for which he had gained experience, in 1911, a biplane with a length of 35 feet and span of 43 feet, known as t............