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slightly to adjust the aircraft's trim. In this form Cody made another flight on 20 January covering about 1,200 ft (370 m) and reaching a height of 25 ft (7.6 m) but crashed after a turn, Cody being unhurt. The aircraft was again taken back to the factory for alterations and repairs. The ailerons were discarded and a pair of horizontal stabilisers were fitted in front of the rudder. Cody flew the aircraft again on 18 February, this time landing with no more damage than a burst tyre and a broken rigging wire. Further successful flights were made on 22 February, after which the rear stabilisers were removed and the ailerons repositioned, now being placed on short outriggers trailing from the forward interplane struts, and the front rudder was moved to a position above the elevator.
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387:(2.44 m) to 9 ft (2.74 m), the booms carrying both sets of control surfaces lengthened, and provision for lateral control made by installing a wing-warping system and fitting differentially-moving surfaces at each end of the elevator. The radiators were moved to the aft interplane struts, the triangle of canvas that had stretched between the trailing edge of the upper wing and the top of the rudder was removed, and the small vertical stabiliser was moved from above the top wing to a position between the centre booms supporting the elevator, and linked to the rudder control. New larger propellers were fitted.
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If Cody wished to develop the aircraft further he would have to do so at his own expense and not as an employee of the
Balloon Factory. Cody's contract, due for renewal that September, was not renewed, but he was allowed to keep the aircraft, now officially surplus to requirements, and to continue to use Laffan's Plain for flight testing. The Army were left with only a set of drawings of the Army Aeroplane No. 1 labelled "Top secret", possibly the earliest full set of technical drawings for an aircraft.
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nerves than the old position, in fact until last night I never knew I had any nerves. I think, however, I shall get over this slight timidness after a few runs". but the aircraft was now performing well and after several flights on 13 August Cody considered it safe enough to take a passenger. The next day this honour went to Capper, and later that day Cody took his wife for a three-mile flight, making her the first woman to fly in an aeroplane in the United
Kingdom.
307:, with the engine mounted on top in front of the leading edge of the lower wing, with the pilot's seat behind it. A pair of V struts at the front carried two wheels on an axle, and a tailwheel was mounted at the back. This was augmented by small wheels mounted on the leading edge on the lower wingtips. The wings had wooden spars at the leading and trailing edges and had an arrangement for altering the
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had recommended that all government-funded heavier-than air experimentation should stop, leaving development to the private sector. Funding was to be provided for the construction of airships; official support for anything else was limited to toleration of aviation activities on some government land.
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flying from the strut between the upper and lower tail booms, the aircraft was presented to the press at
Farnborough on 13 October. After further ground trials Cody finally judged conditions suitable for a flight trial on 16 October, and made the first recognised powered and sustained flight in the
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as well as assisting in the lateral control of the aircraft. A single rectangular rudder was mounted between two booms, the upper attached to the centre of the rear spar and the lower to the rear of the fuselage. A large canvas triangle was stretched between the trailing edge of the upper wing and
448:
Type F engine. Importantly, the position of the pilot and engine were exchanged: the pilots seat now being directly in front of the leading edge of the wing, and the engine above it. The position of the ailerons was also adjusted; the outriggers were removed, the ailerons now being directly mounted
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and so forth run the risk of confusing this aircraft with subsequent aircraft built by Cody, and were certainly not used in contemporary sources. Subsequent aircraft tend to be referred to as "Mr Cody's new aeroplane", subsequently being known by his most notable achievement in the aircraft, as in
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Apart from very minor adjustments, this was the aircraft's final form. It was flown for three miles on 11 August. Cody was initially startled by the experience provided by the new seating position, recording "I find my new position in front of the engine has a much more sensational effects on the
440:. Unluckily, on takeoff he was caught by a gust as he turned the machine to avoid some troops on the ground, and was forced to land, the aircraft sustaining some damage to the tail. The Prince was nevertheless satisfied, telling Cody of his pleasure at seeing a British aeroplane that could fly.
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mounted above the leading edge of the lower wing. The forward-mounted elevator was mounted on three sets of bamboo booms attached to sockets on the leading edge of the wings, the lower members sloping steeply upwards so that the surfaces were just below the level of the upper wing. These could be
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trials of the aircraft during
September, briefly leaving the ground on the last of these. The aircraft was then returned to the workshop for the first of a long series of modifications to be made. The small ailerons were removed, a nosewheel added, the radiators moved outboard from their central
443:
Back in the workshop, Cody made further adjustments, discarding the twin rudders and moving the radiators so that they were now in front of the front interplane struts. The tailwheel was removed and replaced by a substantial skid. In mid-July Cody flew the aircraft again, managing to complete a
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On 6 January 1909 this work was complete and testing continued, on this occasion with a number of streamers attached so that the airflow might be observed. More ground trials were made, the ailerons moved to a position in the middle of the aft interplane struts, and the radiators moved forward
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The flight of 16 October ended when Cody attempted a turn to avoid trees and a wingtip touched the ground. The resulting crash caused substantial damage, and the rest of the year was spent in repairing it and making major modifications. The gap between the wings was increased from 8 ft
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Cody's personal relationship with Capper was unharmed, and he continued to operate the aircraft at
Farnborough. On 14 May 1909 he made a flight of over a mile between Laffan's Plain and Danger Hill. Later the same day he attempted to repeat the performance at the request of the
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Flight
Meeting in October 1909. Although he did not win any of the prizes on offer, Cody made use of his appearance to publicly take British citizenship on 28 October, and promptly entered his name for the
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was at that time claimed to have flown in June 1908 and
Broomfield wanted to give primacy to Cody. Both claims were later disallowed, with Broomfield's claim for Cody being exposed as an outright hoax.
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In
January Cody had hoped to win the £1,000 prize offered by Sir William Hartley for a flight between Manchester and Liverpool, which had to be made before 26 January. Although he took the aircraft to
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268:, Capper's immediate superior, was persuaded to allow the use of some of the Balloon Factory's resources for the construction of a powered aircraft, to be designed and built by the American
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On 8 September 1909 he made a flight lasting over an hour, covering around 40 miles (64 km), landing because he was out of fuel. He also flew the aircraft at the
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biplane with horizontal control surfaces mounted in front of the wings and a rudder behind; but was larger, with a wingspan of 52 ft (16 m).
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410:
Despite the fact that Cody's aircraft could now be considered a success, in
February 1909 a report by the Aerial Navigation Sub-Committee of the
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propellers using a belt drive. Twin radiators were vertically mounted in a V configuration. The original intention had been to use a 50 hp
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engine, but this proved unreliable when bench tested. Lacking funding for a new engine, Cody had to wait until the 50 hp (37 kW)
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for the first
British aircraft to make a circular flight of over a mile. However, the Doncaster meeting had not been sanctioned by the
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position to the forward interplane struts, and modifications were made to the booms supporting the elevator. In this form, with a
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item about the 100th anniversary of powered flight in Great Britain featuring film of a replica of British Army Aeroplane No 1.
483:, his attempt was prevented by fog. After this flight Cody concentrated his efforts on the new aircraft he was building, the
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528:. It was not designed to be flown, but attempted to reproduce faithfully the materials and construction of the original.
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Cody's friend, assistant and biographer G. A. Broomfield would later claim that the first flight took place in May 1908.
512:. To further confuse matters the name "Cody Cathedral" is indiscriminately used both for this aircraft and for the 1912
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The aircraft had a long history of alterations, but as first built it had a short square-section wire-braced wood
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when on the ground by means of tensioned wires between the spars. The wings were connected by streamlined
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930:
Jarrett, Philip (July–August 1999). "Cody and his Aeroplanes: Samuel Franklin Cody: His Life and Times".
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the end of the upper tail boom. A small fixed vertical surface was also mounted above the upper wing.
217:. It made the first recognised powered and sustained flight in the United Kingdom on 16 October 1908.
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became available. This happened in August 1908, when Cody transferred the engine to his aircraft.
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The Army Aeroplane No. 1 was a biplane of similar configuration to that designed by the
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circular flight of four miles on 21 July, after which he decided to fit a 60 hp
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The Army Aeroplane No.1 in January 1909. Note the streamers attached to the wings
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229:'s limited interest in aeronautical matters was largely confined to the use of
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A full-size replica was built in 2008 by a large team of volunteers at the
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or the equivalent. Any attempt to describe its various forms as the
905:. London: The Boydell Press for the Royal Historical Society, 1997
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United Kingdom, which covered only 1,390 ft (424 m).
978:
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The Illustrated Encyclopedia of Aircraft (Part Work 1982–1985)
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Early Aviation at Farnborough, Vol. II: The First Aeroplanes,
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List of accidents and incidents involving military aircraft
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Hops and Flights - A Roll Call of Early Powered Take-Offs]
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Originally Cody's aircraft was officially called the
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Aircraft of comparable role, configuration, and era
48:. Unsourced material may be challenged and removed.
272:, who was at that time working with Capper on the
245:, Farnborough, was limited to the building of the
225:In the early years of the twentieth century, the
661:. London: Friedman/Fairfax Books. p. 108.
264:in collaboration with Capper. In late 1907 the
880:Aviation News of the Week- Mr Cody Flies Again
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955:British Aviation: The Pioneer Years 1903–1914
516:also known as the "Military Trials Biplane".
8:
394:The Army Aeroplane after Cody's first flight
288:The Army Aeroplane in course of construction
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237:purposes. Many people did not believe the
137:Replica of Aeroplane No 1 as first flown,
108:Learn how and when to remove this message
1104:Single-engined twin-prop pusher aircraft
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602:65 mph (105 km/h, 56 kn)
436:, who was observing Army manoeuvres at
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361:The first sustained flight in the UK
340:engine which had been fitted to the
46:adding citations to reliable sources
1079:1900s British experimental aircraft
565:52 ft 4 in (15.85 m)
559:38 ft 6 in (11.73 m)
659:Biplanes, Triplanes, and Seaplanes
577:640 sq ft (59.46 m)
571:13 ft 0 in (3.96 m)
539:Biplanes, Triplanes, and Seaplanes
449:on the forward interplane struts.
427:Cody at the Doncaster Aero Meeting
320:operated in conjunction to act as
14:
976:First powered flight's centenary
846:"Mr Cody Flies for Over An Hour"
128:
22:
1038:Cody Circuit of Britain biplane
33:needs additional citations for
950:. London, Putnam and Co., 1962
903:The Birth of Military Aviation
526:Farnborough Air Sciences Trust
412:Committee for Imperial Defence
1:
1084:Military history of Hampshire
774:Driver, 1997, pp. 209–11
702:Macdonald 1974, Pages 145 ff.
57:"British Army Aeroplane No 1"
1089:Aircraft first flown in 1908
353:First flight and Army career
123:British Army Aeroplane No 1
1028:British Army Aeroplane No 1
328:The engine drove a pair of
199:British Army Aeroplane No 1
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948:British Aircraft 1809–1914
917:The Royal Aircraft Factory
738:The British Army Aeroplane
625:1909 Wright Military Flyer
266:Director of Fortifications
1033:Cody Michelin Cup Biplane
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510:Cody Michelin Cup Biplane
485:Cody Michelin Cup Biplane
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919:. London: Putnam, 1990.
657:Sharpe, Michael (2000).
544:General characteristics
205:was a biplane built by
957:. London: Putnam, 1967
802:"Mr Cody Flies a Mile"
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280:Development and design
474:J.T.C. Moore-Brabazon
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235:artillery observation
792:Penrose 1967, p.152.
765:Penrose 1967, p.148.
756:Penrose 1967, p.146.
497:Army Aeroplane No. 1
270:Samuel Franklin Cody
254:Colonel J. E. Capper
211:Army Balloon Factory
207:Samuel Franklin Cody
172:Samuel Franklin Cody
162:Army Balloon Factory
150:Experimental biplane
42:improve this article
964:. Orbis Publishing.
827:Penrose 1967 p. 181
348:Operational history
728:Lewis 1962, p. 187
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953:Penrose, Harald.
853:11 September 1909
836:Lewis 1962, p.189
818:Lewis 1962, p 188
373:Cody carried out
313:interplane struts
231:tethered balloons
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31:This article
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934:(82): 6–17.
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719:3 April 1959
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227:British Army
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187:Number built
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40:Please help
35:verification
32:
15:
1016:Samuel Cody
809:22 May 1910
689:28 May 1954
593:Performance
581:Powerplant:
262:J. W. Dunne
215:Farnborough
141:FAST Museum
1068:Categories
946:Lewis, P.
634:References
585:Antoinette
575:Wing area:
501:Cody Flyer
464:Daily Mail
380:Union Jack
338:Antoinette
296:, being a
221:Background
98:April 2008
68:newspapers
940:0143-5450
563:Wingspan:
537:Data from
458:Doncaster
438:Aldershot
367:A. V. Roe
322:elevators
298:three bay
168:Designer
1094:Biplanes
1018:aircraft
607:See also
317:ailerons
305:fuselage
569:Height:
557:Length:
520:Replica
481:Aintree
375:taxiing
330:tractor
139:at the
82:scholar
938:
923:
909:
885:Flight
867:Flight
850:Flight
806:Flight
743:Flight
716:Flight
686:Flight
665:
514:Cody V
505:Cody 2
446:E.N.V.
309:camber
203:Cody 1
84:
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70:
63:
55:
639:Notes
627:(USA)
551:Crew:
466:prize
147:Role
89:JSTOR
75:books
936:ISSN
921:ISBN
907:ISBN
663:ISBN
583:1 ×
508:the
197:The
61:news
979:BBC
213:at
44:by
1070::
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647:^
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191:1
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86:·
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65:·
38:.
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