Charles. Why, ma鈥檃m, I think鈥擨鈥擨 am decidedly of opinion鈥攖hat鈥攖hat鈥攖he.... What was he to do? He dared not go near her; her anger might leap out, and make a new barrier. He walked backward and forward in maddening perplexity. 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. DAVID GLASS: The glories that beam in thy eye? 日本高清不卡码无码视频 Now you are mine, my very own鈥攁re you not, Rhoda? "Mr. Sam usually let me do whatever I wanted on these promotions because he figured I wasn't going toscrew it up, but on this one he came down and said, 'Why did you buy so much You can't sell all ofthis!' But the thing was so big it made the news, and everybody came to look at it, and it was all gone in aweek. I had another one that scared them up in Bentonville too. This guy from Murray of Ohio called oneday and said he had 200 Murray 8 horsepower riding mowers available at the end of the season, and hecould let us have them for $175. Did we want any And I said, 'Yeah, I'll take 200.' And he said,'Twohundred!' We'd been selling them for $447, I think. So when they came in we unpacked every one ofthem and lined them all up out in front of the store, twenty-five in a row, eight rows deep. Ran a chainthrough them and put a big sign up that said: '8 h.p. Murray Tractors, $199.' Sold every one of them. Iguess I was just always a promoter, and being an early Wal-Mart manager was as good a place topromote as there ever was."I'll tell you, Phil not only liked to swim upstream, he liked to do it with weights strapped on just to showhe could do it. Things may not be quite as wild today as they once were, but being a Wal-Mart managerisstill a great place to promote items because it is such a part of our heritage, and it is a part we hadbetter always hold on to. Over the years, I've had so much fun with this, and it really is amazing howmuch merchandise you can move with just a little promotion. Folks always ask me what are some of thebig moments I remember in the history of Wal-Mart, and I usually say, oh, when we passed a billiondollars in sales, or 10 billion, or whatever. But the truth is, some of my fondest memories are of plain oldeveryday items that we sold a ton of by presenting nicely on endcaps (displays at the end of aisles)or ontables out in action alley (the big horizontal aisle running across a store just behind the checkoutcounters). I guess real merchants are like real fishermen: we have a special place in our memories for afew of the big ones.