>

青青青手机频在线观看,青青草在观免费观看久,青青草在观免费,青青草免费在线视频

时间: 2019年12月12日 23:37

Horatia. Why, Sir, I always thought them a sort of stone.... E. H. Bearne The End The question of reducing the resistance by adopting 鈥榮tream-line鈥?forms, along which the air could flow uninterruptedly without the formation of eddies, was not at first properly realised, though credit should be given to Edouard Nieuport, who in 1909 produced a monoplane with a very large body which almost completely enclosed the pilot and made the machine very294 fast, for those days, with low horse-power. On one of these machines C. T. Weymann won the Gordon-Bennett Cup for America in 1911, and another put up a fine performance in the same race with only a 30 horse-power engine. The subject, was however, early taken up by the British Advisory Committee for Aeronautics, which was established by the Government in 1909, and designers began to realise the importance of streamline struts and fuselages towards the end of this transition period. These efforts were at first not always successful and showed at times a lack of understanding of the problems involved, but there was a very marked improvement during the year 1912. At the Paris Aero Salon held early in that year there was a notable variety of ideas on the subject; whereas by the time of the one held in October designs had considerably settled down, more than one exhibitor showing what were called 鈥榤onocoque鈥?fuselages completely circular in shape and having very low resistance, while the same show saw the introduction of rotating cowls over the propeller bosses, or 鈥榮pinners,鈥?as they came to be called during the War. A particularly fine example of stream-lining was to be found in the Deperdussin monoplane on which V茅drines won back the Gordon-Bennett Aviation Cup from America at a speed of 105鈥? m.p.h.鈥攁 considerable improvement on the 78 m.p.h. of the preceding year, which was by no means accounted for by the mere increase in engine power from 100 horse-power to 140 horse-power. This machine was the first in which the refinement of 鈥榮tream-lining鈥?the pilot鈥檚 head, which became a feature of subsequent racing machines, was introduced. This consisted of a circular padded295 excresence above the cockpit immediately behind the pilot鈥檚 head, which gradually tapered off into the top surface of the fuselage. The object was to give the air an uninterrupted flow instead of allowing it to be broken up into eddies behind the head of the pilot, and it also provided a support against the enormous wind-pressure encountered. This true stream-line form of fuselage owed its introduction to the Paulhan-Tatin 鈥楾orpille鈥?monoplane of the Paris Salon of early 1912. Altogether the end of the year 1912 began to see the disappearance of 鈥榝reak鈥?machines with all sorts of original ideas for the increase of stability and performance. Designs had by then gradually become to a considerable extent standardised, and it had become unusual to find a machine built which would fail to fly. The Gnome engine held the field owing to its advantages, as the first of the rotary type, in lightness and ease of fitting into the nose of a fuselage. The majority of machines were tractors (propeller in front) although a preference, which died down subsequently, was still shown for the monoplane over the biplane. This year also saw a great increase in the number of seaplanes, although the 鈥榝lying boat鈥?type had only appeared at intervals and the vast majority were of the ordinary aeroplane type fitted with floats in place of the land undercarriage; which type was at that time commonly called 鈥榟ydro-aeroplane.鈥?The usual horse-power was 50鈥攖hat of the smallest Gnome engine鈥攁lthough engines of 100 to 140 horse-power were also fitted occasionally. The average weight per horse-power varied from 18 to 25 lbs., while the wing-loading was usually in the neighbourhood of 5 to 6 lbs. per square foot. The average speed ranged from 65-75 miles per hour. � � 青青青手机频在线观看,青青草在观免费观看久,青青草在观免费,青青草免费在线视频 Great hopes were at first entertained of the New School body. As a body, it was composed mostly of anti-slavery men. It had in it those synods whose anti-slavery opinions and actions had been, to say the least, one very efficient cause for their excision from the church. It had only three slave-holding presbyteries. The power was all in its own hands. Now, if ever, was their time to cut this loathsome incumbrance wholly adrift, and stand up, in this age of concession and conformity to the world, a purely protesting church, free from all complicity with this most dreadful national immorality. � VII KITE BALLOONS Algernon was now nearing Maxfield's house. The shutters of the shop were closed, but the door was still open, and a light streamed from it on to the pavement. Castalia followed, watching breathlessly. Her husband passed the shop, went on a pace or two, stopped at the private door, and rang the bell. She could see the action of his arm as he raised it. The door was opened without much delay, and Algernon went in. To be sure he was worried out of his wits by that woman. It really was true that she haunted the office at all hours. She had been seen slipping out of the private door in the entry. She was even said to have a pass key which enabled her to go in and out at her will. Was it not rumoured on very good authority that she had actually gone to the office alone, in the dead of night? What could she want to be always prowling about there for? It was all very well to say she went to spy on her husband, but if things went wrong in the office in consequence of her spyings, it became a public evil. Anyway, it was most extraordinary and unheard-of behaviour, and somebody ought to take the matter up! This latter somewhat vague suggestion was a favourite climax to gossip on the subject of the Algernon Erringtons.