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Bleriot immediately entered his machine for the prize and took up his quarters at Barraques. On Sunday, July 25th, 1909, shortly after 4 a.m., Bleriot had his machine taken out from its shelter and prepared for flight. He had been recently injured in a petrol explosion and hobbled out on crutches to make his cross-Channel attempt; he made two great circles in the air to try the machine, and then alighted. 鈥業n ten214 minutes I start for England,鈥?he declared, and at 4.35 the motor was started up. After a run of 100 yards, the machine rose in the air and got a height of about 100 feet over the land, then wheeling sharply seaward and heading for Dover. Wind and rain kept competitors out of the air until the evening, when Latham went up, to be followed almost immediately by the Comte de Lambert. Sommer, Cockburn (the only English competitor), Delagrange, Fournier, Lefebvre, Bleriot, Bunau-Varilla, Tissandier, Paulhan, and Ferber turned out after the first two, and the excitement of the spectators at seeing so many machines in the air at one time provoked wild cheering. The only accident of the day came when Bleriot damaged his propeller in colliding with a haycock. � He Knew He Was Right, 1869 3200 0 0 Charlotte Maria Tucker, known widely by her nom de plume of A. L. O. E.,鈥攕ignifying A Lady Of England,鈥攁s the successful author of numberless children鈥檚 books, deserves to be yet more extensively known as the heroic Pioneer of elderly and Honorary volunteers in the broad Mission-fields of our Church. � 日本高清免费一本视频在线观看 The day, as Miss Propert had already discovered in her little stuffy den, was exceedingly hot and airless, and Keeling, when he had passed through the reverberating square and under the arch leading into the Cathedral Close, found it pleasant to sit down on one of the benches below the elm-trees, which soared loftily among the tombs of the disused graveyard facing the west front of the Cathedral. Owing to Miss Propert鈥檚 rapidity in typewriting he had left the Stores half an hour earlier than usual, and here, thanks to her, was half an hour of leisure gained, for which he had no imperative employment. The quiet gray graves with head-stones standing out from the smooth mown grass formed his foreground: behind them sprang the flying buttresses of the nave. They were intensely different from the decorations of the town-hall; they had, as he for all his ignorance in architecture could see, an obvious purpose to serve. Like the arm of a strong man akimbo, they gave the sense of strength, like the legs of{84} a strong man they propped that glorious trunk. They were decorated, it is true, and the decoration served no useful purpose, but somehow the carved stone-work appeared a work of love, a fantasy done for the pleasure of its performance, an ecstasy of the hammer and chisel and of him who wielded them. They were like flames on the edge of a smouldering log of wood. He felt sure that the man who had executed them had enjoyed the work, or at the least the man who had planned them had planned them, you might say, 鈥榝or fun.鈥?Elsewhere on the battlemented angles of the nave were grotesque gargoyles of devils and bats and nameless winged things with lead spouts in their mouths to carry off the rain-water from the roof. Commercially they might perhaps have been omitted, and a more economical device of piping have served the same purpose, but they had about them a certain joy of execution. There was imagination in them, something that justified them for all their nightmare hideousness. The people who made them laughed in their hearts, they executed some strange dream, and put it up there to glorify God. But the man who perpetrated the little pink granite pilasters on the town-hall, and the man who painted the lilies on the looking-glass above Mrs Keeling鈥檚 drawing-room chimney-piece had nothing to justify them. The lilies and the pilasters were no manner of good: there was a difference between them{85} the flying buttresses and the gargoyles. But the latter gave pleasure: they paid their dividends to any one who looked at them. So did the verses in Omar Khayyam to those who cared to read them. They were justified, too, in a way that No. 1 drawing-room suite was not justified for the 锟?17 that, with extras, it cost the purchaser. Horatia. Go, dear Aunt, precious Aunt, do go. The novel-reading world did not go mad about The Warden; but I soon felt that it had not failed as the others had failed. There were notices of it in the press, and I could discover that people around me knew that I had written a book. Mr. Longman was complimentary, and after a while informed me that there would be profits to divide. At the end of 1855 I received a cheque for 锟? 8s. 8d., which was the first money I had ever earned by literary work 鈥?that 锟?0 which poor Mr. Colburn had been made to pay certainly never having been earned at all. At the end of 1856 I received another sum of 锟?0 15s. 1d. The pecuniary success was not great. Indeed, as regarded remuneration for the time, stone-breaking would have done better. A thousand copies were printed, of which, after a lapse of five or six years, about 300 had to be converted into another form, and sold as belonging to a cheap edition. In its original form The Warden never reached the essential honour of a second edition. S. F. Cody, an American by birth, aroused the attention not only of the British public, but of the War Office and Admiralty as well, as early as 1905 with his man-lifting kites. In that year a height of 1,600 feet was reached by one of these box-kites, carrying a man, and later in the same year one Sapper Moreton, of the Balloon Section of the Royal Engineers (the parent of the Royal Flying Corps) remained for an hour at an altitude of 2,600 feet. Following on the success of these kites, Cody constructed an aeroplane which he190 designated a 鈥榩ower kite,鈥?which was in reality a biplane that made the first flight in Great Britain. Speaking before the Aeronautical Society in 1908, Cody said that 鈥業 have accomplished one thing that I hoped for very much, that is, to be the first man to fly in Great Britain.... I made a machine that left the ground the first time out; not high, possibly five or six inches only. I might have gone higher if I wished. I made some five flights in all, and the last flight came to grief.... On the morning of the accident I went out after adjusting my propellers at 8 feet pitch running at 600 (revolutions per minute). I think that I flew at about twenty-eight miles per hour. I had 50 horse-power motor power in the engine. A bunch of trees, a flat common above these trees, and from this flat there is a slope goes down ... to another clump of trees. Now, these clumps of trees are a quarter of a mile apart or thereabouts.... I was accused of doing nothing but jumping with my machine, so I got a bit agitated and went to fly. I went out this morning with an easterly wind, and left the ground at the bottom of the hill and struck the ground at the top, a distance of 74 yards. That proved beyond a doubt that the machine would fly鈥攊t flew uphill. That was the most talented flight the machine did, in my opinion. Now, I turned round at the top and started the machine and left the ground鈥攔emember, a ten mile wind was blowing at the time. Then, 60 yards from where the men let go, the machine went off in this direction (demonstrating)鈥擨 make a line now where I hoped to land鈥攖o cut these trees off at that side and land right off in here. I got here somewhat excited, and started down and saw these trees right in front of me. I did not want to191 smash my head rudder to pieces, so I raised it again and went up. I got one wing direct over that clump of trees, the right wing over the trees, the left wing free; the wind, blowing with me, had to lift over these trees. So I consequently got a false lift on the right side and no lift on the left side. Being only about 8 feet from the tree tops, that turned my machine up like that (demonstrating). This end struck the ground shortly after I had passed the trees. I pulled the steering handle over as far as I could. Then I faced another bunch of trees right in front of me. Trying to avoid this second bunch of trees I turned the rudder, and turned it rather sharp. That side of the machine struck, and it crumpled up like so much tissue paper, and the machine spun round and struck the ground that way on, and the framework was considerably wrecked. Now, I want to advise all aviators not to try to fly with the wind and to cross over any big clump of earth or any obstacle of any description unless they go square over the top of it, because the lift is enormous crossing over anything like that, and in coming the other way against the wind it would be the same thing when you arrive at the windward side of the obstacle. That is a point I did not think of, and had I thought of it I would have been more cautious.鈥? 鈥業 doubt it. Good-night. I dare say I shall be all right to-morrow.鈥?