have the birth of the present-day three torque method of airborne control" as was praised by Charles Manly. This was also endorsed by C.H. Gibbs-Smith. Boulton's British patent, No. 392 of 1868, issued about 35 years before ailerons were "reinvented" in France, became forgotten and lost from sight until after the flight control device was in general use. Gibbs-Smith stated on several occasions that if the Boulton patent had been revealed at the time of the Wright brothers' legal filings, they might not have been able to claim priority of invention for the lateral control of flying machines. The fact that the Wright brothers were able to gain a patent in 1906 did not invalidate Boulton's lost and forgotten invention. Ailerons were not used on manned aircraft until they were employed on Robert Esnault-Pelterie's glider in 1904, although in 1871 a French military engineer, Charles Renard, built and flew an unmanned glider incorporating ailerons on each side (which he termed 'winglets'), activated by a Boulton-style pendulum controlled single-axis autopilot device. The pioneering U.S. aeronautical engineer Octave Chanute published descriptions and drawings of the Wright brothers' 1902 glider in the leading aviation periodical of the day, L'Aérophile, in 1903. This prompted Esnault-Pelterie, a French military engineer, to build a Wright-style glider in 1904 that used ailerons in lieu of wing warping. The French journal L'Aérophile then published photos of the ailerons on Esnault-Pelterie's glider which were included in his June 1905 article, and its ailerons were widely copied afterward. The Wright brothers used wing warping instead of ailerons for roll control on their glider in 1902, and about 1904 their Flyer II was the only aircraft of its time able to do a coordinated banked turn. During the early years of powered flight the Wrights had better roll control on their designs than airplanes that used movable surfaces. From 1908, as aileron designs were refined it became clear that ailerons were much more effective and practical than wing warping. Ailerons also had the advantage of not weakening the airplane's wing structure as did the wing warping technique, which was one reason for Esnault-Pelterie's decision to switch to ailerons. By 1911 most biplanes used ailerons rather than wing warping—by 1915 ailerons had become almost universal on monoplanes as well. The U.S. Government, frustrated by the lack of its country's aeronautical advances in the years leading up to World War I, enforced a