[1] In the early years of the twentieth century, the British Army's limited interest in aeronautical matters was largely confined to the use of tethered balloons or kites for artillery observation purposes.

Many people did not believe the Wright Brothers' claims of sustained controlled flight, and in 1907 an officially sanctioned experiment at the Balloon Factory, Farnborough, was limited to the building of the Dirigible No.

In addition some highly secret experiments with gliders were being carried out at Blair Atholl in Scotland by J. W. Dunne in collaboration with Capper.

The aircraft had a long history of alterations, but as first built it had a short square-section wire-braced wood fuselage, with the engine mounted on top in front of the leading edge of the lower wing, with the pilot's seat behind it.

The small ailerons were removed, a nosewheel added, the radiators moved outboard from their central position to the forward interplane struts, and modifications were made to the booms supporting the elevator.

In this form, with a Union Jack flying from the strut between the upper and lower tail booms, the aircraft was presented to the press at Farnborough on 13 October.

[4] 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 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.

[8] 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.

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 Committee for Imperial Defence had recommended that all government-funded heavier-than air experimentation should stop, leaving development to the private sector.

[9] 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.

Later the same day he attempted to repeat the performance at the request of the Prince of Wales, who was observing Army manoeuvres at Aldershot.

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.

In mid-July Cody flew the aircraft again, managing to complete a circular flight of four miles on 21 July, after which he decided to fit a 60 hp E.N.V.

[17] However, the Doncaster meeting had not been sanctioned by the Royal Aero Club, and so any flights made there could not be officially ratified, and the prize was eventually won by J.T.C.