Mrs. Jud. The family of the Goslings.... Miss Chubb! Upon my word, I think that Miss Chubb was guilty of taking a considerable liberty in suggesting anything of the kind about the Honourable Mrs. Ancram Errington! How do you know? he asked. A Brazilian by birth, Santos-Dumont began in Paris in the year 1898 to make history, which he subsequently wrote. His book, My Airships, is a record of his eight years of work on lighter-than-air machines, a period in which he constructed no less than fourteen dirigible balloons, beginning with a cubic capacity of 6,350 feet, and an engine of 3 horse-power, and rising to a cubic capacity of 71,000 feet on the tenth dirigible he constructed, and an engine of 60 horse-power, which was fitted to the seventh machine in order of construction, the one which he built after winning the Deutsch Prize. The British Military Aeroplane Competition held in the summer of 1912 had done much to show the requirements in design by giving possibly the first opportunity for a definite comparison of the performance of different machines as measured by impartial observers on standard lines鈥攁lbeit the methods of measuring were crude. These showed that a high speed鈥攆or those days鈥攐f 75 miles an hour or so was attended by disadvantages in the form of an equally fast low speed, of 50 miles per hour or more, and generally may297 be said to have given designers an idea what to aim for and in what direction improvements were required. In fact, the most noticeable point perhaps of the machines of this time was the marked manner in which a machine that was good in one respect would be found to be wanting in others. It had not yet been possible to combine several desirable attributes in one machine. The nearest approach to this was perhaps to be found in the much discussed Government B.E.2 machine, which was produced from the Royal Aircraft Factory at Farnborough, in the summer of 1912. Though considerably criticised from many points of view it was perhaps the nearest approach to a machine of all-round efficiency that had up to that date appeared. The climbing rate, which subsequently proved so important for military purposes, was still low, seldom, if ever, exceeding 400 feet per minute; while gliding angles (ratio of descent to forward travel over the ground with engine stopped) little exceeded 1 in 8. 一色屋_免费精品成人视频在线观看网站 Well鈥攖hat might be highly rational, certainly; only I never do it. CHAPTER III An observation balloon about to ascend to watch enemy movements, near Metz, 25th January, 1918. Another notable figure of the early period was 鈥楾ommy鈥?Sopwith, who took his flying brevet at Brooklands in November of 1910, and within four days made the British duration record of 108 miles in 3 hours 12 minutes. On December 18th, 1910, he won the Baron de Forrest prize of 锟?,000 for the longest flight from England to the Continent, flying from Eastchurch197 to Tirlemont, Belgium, in three hours, a distance of 161 miles. After two years of touring in America, he returned to England and established a flying school. In 1912 he won the first aerial Derby, and in 1913 a machine of his design, a tractor biplane, raised the British height record to 13,000 feet (June 16th, at Brooklands). First as aviator, and then as designer, Sopwith has done much useful work in aviation. Certain American radial engines were made previous to 1914, the principal being the Albatross six-cylinder engines of 50 and 100 horse-powers. Of these the smaller size was air-cooled, with cylinders of 4鈥? inches bore and 5 inches stroke, developing the rated power at 1,230 revolutions per minute, with a weight of about 5 lbs. per horse-power. The 100 horse-power size had cylinders of 5鈥? inches bore, developing its rated power at 1,230 revolutions per minute, and weighing only 2鈥?5 lbs. per horse-power. This engine was markedly similar to the six-cylindered Anzani, having all the valves mechanically operated, and with auxiliary exhaust ports at the bottoms of the cylinders, overrun by long pistons. These Albatross engines had their cylinders arranged in two groups of three, with each427 group of three pistons operating on one of two crank pins, each 180 degrees apart.