Twenty-five years of hard toil in India had not made a rich man of Mr. Tucker; nor did his position as a Director bring him wealth. It was his daughter鈥檚 pride in after-life to know that he had died comparatively poor, because of his inviolable sense of honour. Not that more money would not have been acceptable! Ten children, including five sons, to be launched in life, are a serious pull upon any purse of ordinary capacity; and Mr. Tucker was of an essentially generous nature. He had many relatives, many friends, and the demands upon his purse were numerous. On a certain occasion he gave away about one-quarter of his whole capital, a sum amounting to several thousands of pounds, to help a relative in a great emergency. One who met him immediately afterwards spoke of his appearing to have suddenly grown into an old man. TO THE SAME. This is a hard saying for such of the aeroplane industry as survived the War period and consolidated itself, and it is but the saying of a section which bases its belief on the fact that, as was noted in the very early years of the century, the aeroplane is primarily a war machine. Moreover, the experience of the War period tended to discredit the dirigible, since, before the introduction of helium gas, the inflammability of its274 buoyant factor placed it at an immense disadvantage beside the machine dependent on the atmosphere itself for its lift. 彩票开奖结果查绚公告! TO THE SAME. On the morning after the visit to Maxfield's house鈥攐f which Castalia had been an unseen witness鈥擜lgernon went to the post-office somewhat earlier than usual. As he reached it a man was coming out, who scowled upon him with so sullen and hostile a countenance, that it affected him like a blow. Castalia heard, scarcely listening. The words flowed by her like a tune that brings tears to the eyes by mere sympathy with its sad sound. Of the Vee type engines shown in Critchley鈥檚 list in 1910, nineteen different sizes were constructed with eight cylinders, and with horse-powers ranging from405 thirty to just over the hundred; the lightest of these weighed 2鈥? lbs. per horse-power鈥攁 considerable advance in design on the average vertical engine, in this respect of weight per horse-power. There were also two sixteen-cylinder engines of Vee design, the larger of which developed 134 horse-power with a weight of only 2 lbs. per brake horse-power. Subsequent developments have indicated that this type, with the further development from it of the double-Vee, or engine with three rows of cylinders, is likely to become the standard design of aero engine where high powers are required. The construction permits of placing every part so that it is easy of access, and the form of the engine implies very little head resistance, while it can be placed on the machine鈥攕upposing that machine to be of the single-engine type鈥攊n such a way that the view of the pilot is very little obstructed while in flight. Pilcher starting on glide with the 鈥楤at.鈥? Section of 200 h.p. Salmson Radial Engine. You must put one question at a time, Mr. Errington, said Dr. Evans. 鈥業 attach to this a memorandum of my understanding of some points of detail in order to be sure that it is also the understanding of the Board, and I am, gentlemen, with much respect, your obedient servant, S. P. Langley.鈥? Poor Castalia was not eloquent, but had she possessed the most fluent and persuasive tongue in the world, it would not have availed to make Algernon acquiesce in her view of the situation. She was for indignantly breaking off all connection with relatives who could behave as Uncle Val had behaved. It was not his refusing to advance more money (in her conscience Castalia did not believe he could afford much assistance of that kind), but his writing with such cruel coldness to Ancram鈥攈is declaring that Ancram's case was not a hard one鈥攈is lecturing about duties, and cheerful activity, and so on, just as if Ancram had been an ordinary plodding young man instead of a being exceptionally gifted with all sorts of shining qualities鈥攖hese were offences not to be forgiven. Castalia, for her part, would have endured any privation, rather than beg more favours of Uncle Val and my lady. I shall have some conversation with my daughter, and let you have my answer after that, sir, said he, looking half sullenly, half thoughtfully at the suitor. "And as there will be questions of figures to go into, maybe, I am not willing to consider the subject more at length on the Lord's day." TO THE SAME. His second machine, built in the early spring of 1899, held over 7,000 cubic feet of gas and gave a further 44 lbs. of ascensional force. The balloon envelope was very long and very narrow; the first attempt at flight was made in wind and rain, and the weather caused sufficient contraction of the hydrogen for a wind gust to double the machine up and toss it into the trees near its starting-point. The inventor immediately set about the construction of 鈥楽antos-Dumont No. 3,鈥?on which he made a number of successful flights, beginning on November 13th, 1899. On the last of his flights, he lost the rudder of the machine and made a fortunate landing at Ivry. He did not repair the balloon, considering it too clumsy in form and its motor too small. Consequently No. 4 was constructed, being finished on the 1st August, 1900. It had a cubic capacity of 14,800 feet, a length of 129 feet and greatest diameter of 16.7 feet, the power plant being a 7 horse-power Buchet motor. Santos-Dumont sat on a bicycle saddle fixed to the long bar suspended under the machine, which also supported motor, propeller, ballast, and fuel. The experiment of placing the propeller at the stem instead of at the stern was tried, and the motor gave it a speed of 100 revolutions per minute. Professor Langley witnessed the trials of the machine, which proved before the members of the International Congress of Aeronautics, on September 19th, that it was capable of holding its own against a strong wind.