Cody Production

Tailless biplane glider-kite. The machine was launched on a tether like a kite, its pilot occupying a prone position on the lower wing, and the tether was then released to allow gliding flight. The glider had numerous triangular fin surfaces above the upper wing and below the lower wing, and was equipped with small, narrow-chord diamond-shaped ailerons, mounted on slim fins below the leading-edges of the lower wings for lateral control, one of the earliest recorded uses of this form of control. They functioned also as elevators, but were supplemented later by an elevator at the rear of the aircraft. The basic structure comprised two 26ft lengths of bamboo. joined at the center. which could be separated to collapse the wings, together with six 10ft removable vertical poles. The outlines of the wings were encircled by cables which braced the fabric when the machine was assembled. The vertical struts fitted into pockets, forming fins above and below the wings and the central spar fitted into triangular wingtip panels, and with bracing wires in each bay, formed a rigid but extremely light structure.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW
51 ft			807 sq ft	116 lb
15.54 m			74.97 m2	53 kg

This was a pilotless, un-equal span biplane, with a maximum span of about 40 ft., which bore a strong resemblance to a Cody kite but incorporated additional control surfaces. Bamboo booms extended aft, carrying twin vertical fins with a warpable horizontail tail between, and at one stage biplane elevators/balancing planes were fitted on the front. The undercarriage, utilising bicycle forks and wheels, was fitted beneath the central box section and two long skids were mounted beneath the twin tail rudders. The engine was mounted in front of the centre section and drove a pusher propeller, situated behind the wings. One 15 h.p. Buchet powerplant.

Built to test features for a new machine, this was a simple Wright-Type glider of 40 ft. wingspan, but avoided the simultaneous wing warping and rudder control that was a feature of Wright machines.

(aka Cody No.I or Cody I) Two-seat, three-bay pusher biplane of fabric covered wooden structure.The controlling elevator was borne ahead of the mainplanes by booms, while further booms carried the rudder at the rear; a small additional rudder was fitted at the centre-line above the upper wings. 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, the pilot being seated in the nacelle behind the engine. Twin propellers mounted between the wings were driven by flat belts. 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 camber when on the ground by means of tensioned wires between the spars. The wings were connected by streamlined interplane struts.
Ailerons were fitted initially on the front outer interplane struts, well down in the gap, and were transferred afterwards to the rear of the tips. Perhaps the most unusual feature of the aircraft was its horizontal, fantail-shaped surface of unstiffened canvas which stretched from near the mid-way point of the upper trailing-edges to the top of the rear rudder-post. 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 operated in conjunction to act as elevators 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. Originally to have been powered by a 50 h.p. Panhard-Levassor engine, this broke down on test, and Cody was forced use the 50 h.p. Antoinette, which had been used in the Nulli Secundus 1.
Unsurprisingly, following attempted, then actual, flights, many modifications occurred. On 29 September 1908 the wheels left the ground for a short hop of 234 ft., and a pause then ensued for several alterations to be made. Tthe ailerons were discarded, as Cody considered them to be unnecessary, the canvas fantail was increased again in area following an earlier reduction in size, and the original vee-shaped radiator was divided into two slim separate panels set vertically one on each side of the engine. The landing-gear received an addition in the form of a single raised wheel at the front. The lower outriggers, which extended forward to the elevator, were removed and a pair of booms were substituted from the lower planes' leading-edges at the front of the nacelle upwards to meet at the elevator.
On 16 October, the aircraft made what was recognised as the first sustained, contolled flight in Britain, but sustained some damage when it crashed on landing. In the reconstruction the wing gap was increased to 9 ft. The booms carrying the main control surfaces were extended, so that the rear rudder was 12 ft. to the rear and the elevator was 12 ft. ahead of the mainplanes, while the upper rudder was brought down from the top wing to a new position behind the elevator. Lateral control was revived in the form of two independently operating ailerons which were added, one on each side of the elevator, and also in auxiliary wing- warping. The ailerons were supported by additional struts from each wing tip. The fantail horizontal surface was dispensed with completely and the radiators were moved back to the rear inboard struts. The wheels on the wing-tips were mounted direct on to the ends of the leading-edges, and a pair of larger propellers utilized the Antoinette's power. (In this condition, Goodall and Tagg [1] refer to the aircraft as the British Army Aeroplane No 1A).
On 9 January 1909, a short hop of 60 ft. was made, sufficient to indicate faulty balance. This was rectified by moving the radiators forward in front of the rear inboard struts. The ailerons were brought back from their forward position to a now place midway up the rearmost outer interplane struts.
On 20 January, Cody crashed from 10 ft. after making a sharp turn, following which the aircraft underwent some more alterations, which comprised the complete removal of the ailerons and the addition of a biplane tail in front of the rear rudder. Successful flights of 600 ft. and 1,200 ft. were achieved at a height of 10 ft. on 22nd February, but once again, alterations were made, the biplane tail being discarded, the ailerons re-installed on outriggers behind the wing-tips at mid-gap, the front rudder mounted on top of the fore-elevator and coupled to the new twin side-by-side rear rudders, and the radiators were set behind the front inboard struts.
During April 1909, the aeroplane was presented to Cody by the War Office when he decided to leave the Balloon Factory. On 14 May, the machine crashed and broke its tail when avoiding some troops. Further changes were decided upon. The radiators were moved forward so that they were in front of the front inboard struts, a single rear rudder took the place of the twin surfaces, and the rear landing wheel was replaced by a long, curved wooden skid. (In this condition, Goodall and Tagg [1] refer to the aircraft as the British Army Aeroplane No 1B).
On 21 July, Cody completed a circular flight of 4 miles, but considered that extra power was required, and installed accordingly a 60 h.p. E.N.V. "F" engine. At the same time, the pilot's seat was moved forward so that it was in front of the new engine, and the ailerons were mounted mid-way between the wing-tips on the outer interplane struts. A further alteration was made with the mounting of the radiator above the E.N.V. engine. (In this condition, Goodall and Tagg [1] refer to the aircraft as the British Army Aeroplane No 1C).

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
52 ft	32 ft	17 ft	790 sq ft	2260 lb	2540 lb	40 mph/ 35 kn
15.85 m	9.75 m	5.18 m	73.39 m2	1025 kg	1152 kg	64 kph

(aka Cody No.II, or Cody Flyer) Two-seat, three-bay pusher biplane of fabric covered wooden structure, of similar design to the British Army Aeroplane No 1. A large elevator, divided into two sections at the centre, was carried in front of the wing on three sets of booms, one at each end and the third at the centre. A rectangular rudder was carried on two booms extending aft, the lower attached to the apex of inverted V struts below the engine bearers, which also supported the long skid projecting back from below the lower wings's leading edge. Lateral control was by ailerons mounted on the outermost interplane struts of each wing. The elevators were operated by a pair of bamboo push-rods, leading to control horns mounted at the centre of each half of the elevator. It had a tricycle undercarriage, augmented by a long skid projecting back behind the wing trailing edge and small wheels mounted on the wingtips. The aircraft was initially powered by a 60 h.p.Green water-cooled engine mounted on the lower wing using a chain to drive a single two-bladed pusher propeller mounted on a shaft halfway between the wings. (In this condition, Goodall and Tagg [1] refer to the aircraft as the No.IIA).
Cody replaced the Green pwerplant with the E.N.V. from the British Army Aeroplane No 1, and the radiator was moved forward so that it was positioned between the front bamboo booms which supported the elevators. (In this condition, Goodall and Tagg [1] refer to the aircraft as the No.IIB). The contest for the British Empire Michelin Cup required a British engine, so Cody reverted to the Green (No.IIC per Goodall and Tagg [1]), winning the cup on on 31 December 1910, the last day of the contest. As exhibited as Olympia in April 1911, refered by Goodall and Tagg [1] as the No.IID, appears no different, but thr final incarnation, the No.IIE that first flew on 3 January 1912, used twin booms and tail surfaces from the crashed Cody No.III and the 120 h.p. Austro-Daimler powerplant of the Cody IV.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW
49 ft	38 ft 6 in		540 sq ft
14.94 m	11.73 m		50.17 m2

(aka Cody III) Developed from the Michelin Cup winning machine of 1910, and using the same 60 h.p. Green engine, the Cody Circuit of Britain biplane was designed for the Daily Mail Circuit of Britain Contest, starting at Brooklands on 22 July 1911. A pusher biplane with a single frontal elevator supported by booms at the centre and either end, the most obvious difference in appearance from his 1910 machine was the change to twin rudders, each of which was carried on a pair of bamboo tail booms. Small fixed tailplanes were fixed half-way up on each side of the rudders, which were themselves of lower aspect-ratio than the single surface employed on the previous machine. The rudders were arranged to fold sideways on their booms.Like the Michelin Cup aircraft, it had a tricycle undercarriage with an added long rear skid and distinctive wheels mounted on each lower wingtip.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
40 ft	30 ft	11 ft	450 sq ft	1750 lb	2500 lb	40 mph/ 35 kn	58 mph/ 50 kn	350 mi	5000 ft
12.19 m	9.14 m	3.35 m	41.81 m2	794 kg	1134 kg	64 kph	93 kph	563 km	1524 m

Two-seat tractor monoplane, of fabric covered wooden structure. The aircraft was designed for entry into the 1912 British Military Aeroplane Competition. The aircraft was a high-winged tractor monoplane, with a a deep fuselage that accommodated the crew of two side-by-side at the trailing-edge of the wings, with which their heads were on the same level. Their view was enhanced further by the fitting of transparent windows in the fuselage on each side of the cockpit. The control-column, which was placed centrally between the seats for use by either occupant and also acted as the combined control for the wing warping, elevators and rudders. The cabane over the upper decking consisted of inverted vee struts at the front and a single vertical post at the rear. Four bamboo pole extensions to the rear were employed to carry the tail unit and were faired with fabric. The tail surfaces comprised a pair of superimposed, interconnected elevators which were operated by a long bamboo control-rod to the lower surface, with twin rudders cable-connected to the control-column, the all moving tail surfaces forming a box shape. Fabric was stretched between the tail booms giving a cruciform shape as seen in cross-section. Lateral control was by means of wing warping, and the aircraft was fitted with a tricycle landing-gear combined heavy coil springs with curved hickory struts for additional shock-absorbing. One 120 h.p. Austro-Daimler powerplant driving a two-bladed 11 ft. 6 ins. diameter Chauviere propeller via a chain.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
43 ft 6 in	37 ft	12 ft 6 in	260 sq ft	2400 lb	3100 lb	58 mph/ 50 kn	83 mph/ 72 kn
13.26 m	11.28 m	3.81 m	24.15 m2	1089 kg	1406 kg	93 kph	134 kph

Two/four-seat pusher biplane, of fabric covered wooden structure. Cody used the remains of the damaged Cody III Circuit of Britain Biplane and the Cody IV Monoplane aircraft to build a new biplane, using the Monoplane's Austro-Daimler engine, for entry into the 1912 British Military Aeroplane Competition. The machine differed little in appearance from previous Cody biplanes, but featured tapered rudders with small, fixed pairs of horizontal tail surfaces on each side of them. Four seats were fitted, the pilot occupying the front one with one passenger behind him, the two remaining seats being placed on the lower wings, one on each side of the engine. No ailerons were employed, and wing-warping was used for lateral control. The twin front elevators were carried on bamboo outriggers, with bamboo push-rods controlling them from the enclosed pilot's position. All flying controls were on the single-wheeled column, a foot pedal being used for acceleration of the engine. The one 120 h.p. Austro-Daimler powerplant. occupied most of the lower wings' centre-section and drove a propeller 10 ft. 8 ins. in diameter.
The successful British Military biplane was aquired by the War Office (referred to by Goodall and Tagg [1] as the No.VA), along with a second machine (referred to as the VB), featuring small differences, the most significant being a change from anhedral to dihedral for the wings. For a while, Cody retained the VA and re-engined it with a 100 h.p. Green powerplant in order to enter it into the British Michelin Trophy Competion, which required an all-British aircraft. After winning, the Austro-Daimler powerplant was reinstalled, and the aircraft returned to the War Office.

Specification (120 h.p. Austro-Daimler)
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
43 ft	37 ft 9 in	11 ft 6 in	430 sq ft	1900 lb	2500 lb	48 mph/ 42 kn	72 mph/ 63 kn	336 mi	6000 ft
13.11 m	11.51 m	3.51 m	39.95 m2	862 kg	1134 kg	77 kph	116 kph	541 km	1829 m

Two-seat pusher hydro-biplane, of fabric covered wooden structure. The aircraft was built in to compete in the Daily Mail’s Seaplane Circuit of Britain race. It was three-bay unstaggered biplane, with the upper wings being slightly greater in span than the lower. Warping provided lateral control, and a one-piece frontal elevator of generous area was operated by a bamboo push-rod. The tail surfaces comprised the rudder, which was pivoted between the booms, and a small horizontal tailplane fixed to it. Pilot and passenger were seated in tandem in front of the wing. The narrow track undercarriage featured a large skid forward, with sprung and pivoted skids at the wing leading edge below the intermediate interplane struts to prevent wing contact with the ground. (In this form referred to by Goodall and Tagg [1] as the No.VIA)
In June 1913 the skid undercarriage was removed and one large central float and two wing floats were fitted (referred to by Goodall and Tagg [1] as the No.VIB) and the machine was tested for buoyancy on the Basingstoke Canal although it never flew with floats on. Later, in July, with the aircraft returned to its land plane configuration it was converted into a flying ambulance. The aeroplane could carry three hospital orderlies and was equipped with stretcher, operating table and all the supplies necessary for medical emergencies.It was fitted with one large central float with three steps and a pair of smaller stabilising floats positioned below the inboard interplane struts. 100 h.p. Green powerplant mounted on the wing centre section driving a 10.75 ft diameter Garuda four bladed propeller via a chain.

Specification
Span	Length	Height	Wing Area	Empty Wt	Max AUW	Cruise Speed	Maximum Speed	Range	Service Ceiling
59 ft 6 in	40 ft 9 in	12 ft 9 in	770 sq ft			45 mph/ 39 kn	70 mph/ 61 kn
18.14 m	12.42 m	3.89 m	71.54 m2			72 kph	113 kph