In his book “Monoplanes and Biplanes: Their Design, Construction and Operation” (1911), Grover Loening wrote “This aeroplane is a distinct departure from all other monoplanes in the placing of the motor, aviator, and rudders, and in the comparatively simple and efficient method of transverse control by sliding surfaces, applied here for the first time.”.

[1] The same article refers to the “Wright suits” and their attempts to “build up their patent fences”; Pfitzner is quoted there as saying that “any one who wants to do so is welcome to use [his] panel invention without cost or fear of injunction”.

[1] Pfitzner, a “designer of high-class gasoline motors, transmissions, and gears” [1] was employed by Glen Curtiss at his Hammondsport factory.

Between the upper front and rear posts of the frame were fitted two streamlined fuel tanks (clearly visible in the image above), one on each side of and above the pilot's seat, with a combined capacity of six gallons (22.7 L.).

Pitch was controlled by fore and aft movement of the column, which, by means of wires, moved the elevator mounted at the forward end of the front boom.

The surface is made of Baldwin vulcanized silk, of jet black color, tacked to the top of the ribs and laced to the frame.

[6] Each of the wings consists of three detachable sections, each 5 ft. (1.5 m.) long, which are supported by steel sockets and steel cable, the latter forming a symmetrical double king truss with the beams, fore and aft pairs of King posts being situated at the junctions of the sections.

Despite the presence of a light covering of snow at the time, it was reported that the Flyer had made a large number of short flights and that it required an average run of 100 ft. (30 m) to get airborne.