Horatia. We would preserve you. Charlotte鈥檚 鈥榣ines鈥?were many in number. The 1905 machine was, like its predecessors, a biplane with a biplane elevator in front and a double vertical rudder in rear. The span was 40 feet, the chord of the wings being 6 feet and the gap between them about the same. The total area was about 600 square feet which supported a total weight of 925 lbs.; while the motor was 12 to 15 horse-power driving two284 propellers on each side behind the main planes through chains and giving the machine a speed of about 30 m.p.h. One of these chains was crossed so that the propellers revolved in opposite directions to avoid the torque which it was feared would be set up if they both revolved the same way. The machine was not fitted with a wheeled undercarriage but was carried on two skids, which also acted as outriggers to carry the elevator. Consequently, a mechanical method of launching had to be evolved and the machine received initial velocity from a rail, along which it was drawn by the impetus provided by the falling of a weight from a wooden tower or 鈥榩ylon.鈥?As a result of this the Wright aeroplane in its original form had to be taken back to its starting rail after each flight, and could not restart from the point of alighting. Perhaps, in comparison with French machines of more or less contemporary date (evolved on independent lines in ignorance of the Americans鈥?work), the chief feature of the Wright biplane of 1905 was that it relied entirely upon the skill of the operator for its stability; whereas in France some attempt was being made, although perhaps not very successfully, to make the machine automatically stable laterally. The performance of the Wrights in carrying a loading of some 60 lbs. per horse-power is one which should not be overlooked. The wing loading was about 1? lbs. per square foot. It would be time enough to settle their differences by and bye. Perhaps by nightfall neither of them would be alive. It's a lie! said Oliver, in a loud voice. "I am a boy who has been lured in here by this old man, who wants to murder me." Early in 1920 came a series of attempts at completing the journey by air between Cairo and the Cape. Out of four competitors Colonel Van Ryneveld came nearest to making the journey successfully, leaving England on a standard Vickers-Vimy bomber with Rolls-Royce engines, identical in design with the machine used by Captain Ross-Smith on the England to Australia flight. A second Vickers-Vimy was financed by the Times newspaper and a third flight was undertaken with a Handley-Page machine under the auspices of the Daily Telegraph. The Air Ministry had already prepared the route by means of three survey parties which cleared the aerodromes and landing grounds,271 dividing their journey into stages of 200 miles or less. Not one of the competitors completed the course, but in both this and Ross-Smith鈥檚 flight valuable data was gained in respect of reliability of machines and engines, together with a mass of meteorological information. 综合在线 日韩欧美 中文字幕_成为人视频免费视频免费观看 As to me not telling you the truth, Mrs. Errington, he said, "I suppose you know the truth as to why your visits here bring trouble on everybody?" In the spring of 1897 Pilcher took up his gliding experiments again, obtaining what was probably the best of his glides on June 19th, when he alighted after a perfectly balanced glide of over 250 yards in length, having crossed a valley at a considerable height. From his various experiments he concluded that once the machine was launched in the air an engine of, at most, 3 horse-power would suffice for the maintenance of horizontal flight, but he had to allow for the additional weight of the engine and propeller, and taking into account the comparative inefficiency of the propeller, he planned for an engine of 4 horse-power. Engine and propeller together were estimated at under 44 lbs. weight, the engine was to be fitted in front of the operator, and by means of an overhead shaft was to operate the propeller situated in rear of the wings. 1898 went by while this engine was under construction. Then in 1899 Pilcher became interested in Lawrence Hargrave鈥檚 soaring kites, with which he carried out experiments during the summer of 1899. It is believed that he intended to incorporate a number of these kites in a new machine, a triplane, of which the fragments remaining are hardly sufficient to reconstitute the complete glider. This new machine was never given a trial, for on September 30th, 1899,106 at Stamford Hall, Market Harborough, Pilcher agreed to give a demonstration of gliding flight, but owing to the unfavourable weather he decided to postpone the trial of the new machine and to experiment with the 鈥楬awk,鈥?which was intended to rise from a level field, towed by a line passing over a tackle drawn by two horses. At the first trial the machine rose easily, but the tow-line snapped when it was well clear of the ground, and the glider descended, weighed down through being sodden with rain. Pilcher resolved on a second trial, in which the glider again rose easily to about thirty feet, when one of the guy wires of the tail broke, and the tail collapsed; the machine fell to the ground, turning over, and Pilcher was unconscious when he was freed from the wreckage. Seguin designed his first Gnome rotary as a 34 horse-power engine when run at a speed of 1,300 revolutions per minute. It had five cylinders, and the weight was 3鈥? lbs. per horse-power. A seven-cylinder model soon displaced this first engine, and this latter, with a total weight of 165 lbs., gave 61鈥? horse-power. The cylinders were machined out of solid nickel chrome-steel ingots, and the machining was carried out so that the cylinder walls were under ? of an inch in thickness. The pistons were cast-iron, fitted each with two rings, and the automatic inlet valve to the cylinder was placed in the crown of the piston. The connecting rods, of 鈥楬鈥?section, were of nickel chrome-steel, and the large end of one rod, known as the 鈥榤aster-rod鈥?embraced the crank pin; on the end of this rod six hollow steel pins were carried, and to these the remaining six connecting-rods were attached. The crankshaft of the engine was made of nickel chrome-steel, and was in two parts connected together at the crank pin; these two parts, after the master-rod had been placed in position and the other connecting rods had been attached to it, were firmly secured. The steel crank case was made in five parts, the two central ones holding the cylinders in place, and on one side another of the five castings formed a cam-box, to the outside of which was secured the extension to which the air-screw was attached. On the other side of the crank case another432 casting carried the thrust-box, and the whole crank case, with its cylinders and gear, was carried on the fixed crank shaft by means of four ball-bearings, one of which also took the axial thrust of the air-screw. 鈥楬is son? He had no son.鈥? Astra Torres.