Next to this was 鈥楢rmy Airship 2A鈥?launched early in 1910 and larger, longer, and narrower in design than the Baby. The engine was an 80 horse-power Green motor which drove two pairs of propellers; small inflated control members were fitted at the stern end of the envelope, which was 154 feet in length. The suspended car was 84 feet long, carrying both engines and crew, and the Willows idea of swivelling propellers for governing the direction was used in this vessel. In June of that year a new, small-type dirigible, the 鈥楤eta,鈥?was produced, driven by a 30 horse-power Green engine with which she flew over 3,000 miles. She was the most successful British dirigible constructed up to that time, and her successor, the 鈥楪amma,鈥?was built on similar lines. The 鈥楪amma鈥?was a larger vessel, however, produced in 1912, with flat, controlling fins and rudder at the rear end of the envelope, and with the conventional long car suspended at some distance beneath the gas bag. By this time, the mooring mast, carrying a cap of which the concave side fitted over the convex nose of the airship, had been originated.362 The cap was swivelled, and, when attached to it, an airship was held nose on to the wind, thus reducing by more than half the dangers attendant on mooring dirigibles in the open. The 1911 Aero Exhibition held at Olympia bore witness to the enormous strides made in construction, more especially by British designers, between 1908 and the opening of the Show. The Bristol Firm showed three machines, including a military biplane, and the first British-built biplane with tractor screw. The Cody biplane, with its enormous size rendering it a prominent feature of the show, was exhibited. Its designer anticipated later engines by expressing his desire for a motor of 150 horse-power, which in his opinion was necessary to get the best results from the machine. The then famous Dunne monoplane was exhibited at this show, its planes being V-shaped in plan, with apex leading. It embodied the results of very lengthy experiments carried out both with gliders and power-driven machines by Colonel Capper, Lieut. Gibbs, and Lieut. Dunne, and constituted the longest step so far taken in the direction of inherent stability. He spoke slowly, and as if he were thinking of something other than the words he uttered. Ravell looked at him curiously. Algernon suddenly caught the man's eye, and broke into a little careless laugh. "The fact is," said he, with a frank toss of his head, "that I did not know Mrs. Errington had paid you. I suppose she had received some remittances, or鈥攂ut in short," checking himself, and laughing once more, "I daresay you won't trouble yourself as to where the money comes from so long as it comes to you!" Sophia. Where can we hide the Prince? Five flights on the American continent up to the end of 1919 are worthy of note. On December 13th, 1918, Lieut. D. Godoy of the Chilian army left Santiago, Chili, crossed the Andes at a height of 19,700 feet and landed at Mendoza, the capital of the wine-growing province of Argentina. On April 19th, 1919, Captain E. F. White made the first non-stop flight between New York and Chicago in 6 hours 50 minutes on a D.H.4 machine driven by a twelve-cylinder Liberty engine. Early in August Major Schroeder, piloting a French Lepere machine flying at a height of 18,400 feet, reached a speed of 137 miles per hour with a Liberty motor fitted with a super-charger. Toward the end of August, Rex Marshall, on a Thomas-Morse biplane, starting from a height of 17,000 feet, made a glide of 35 miles with his engine cut off, restarting it when at a height of 600 feet above the ground. About a month later R. Rohlfe, piloting a Curtiss triplane, broke the height record by reaching 34,610 feet. 日本视频网站www色，日本视频高清免费观看，一道本45日本视频无码，日本视频一区在线播放 Francesco Lana, son of a noble family, was born in 1631; in 1647 he was received as a novice into the Society of Jesus at Rome, and remained a pious member of the Jesuit society until the end of his life. He was greatly handicapped in his scientific investigations by the vows of poverty which the rules of the Order imposed on him. He was more scientist than priest all his life; for two years he held the post of Professor of Mathematics at Ferrara, and up to the time of his death, in 1687, he spent by far the greater part of his time in scientific research. He had the dubious advantage of living in28 an age when one man could cover the whole range of science, and this he seems to have done very thoroughly. There survives an immense work of his entitled, Magisterium Natur? et Artis, which embraces the whole field of scientific knowledge as that was developed in the period in which Lana lived. In an earlier work of his, published in Brescia in 1670, appears his famous treatise on the aerial ship, a problem which Lana worked out with thoroughness. He was unable to make practical experiments, and thus failed to perceive the one insuperable drawback to his project鈥攐f which more anon. But Algernon's feeling in the matter was by no means the same as Castalia's. He dismissed all her attempts to express her willingness to share his lot for good or ill as matters of no importance. She might find it easy enough. Yes; the chief burthen would not fall on her! And, besides, she did not at all realise what it would be to have to live on the salary of the postmaster of Whitford, and to practise "rigid economy," as my lord phrased it. It was really provoking to see the cool way in which she took it for granted that matters would be mended by their being "acknowledged to be quite, quite poor." "My dear Castalia," he said, with an air of superior tolerance, "you have about as much comprehension of the actual state of the case as a canary-bird." Well, Rhoda, we must consider. And I hope the Lord will send me wisdom in the matter. I would fain see thee happy before I am called away. God bless thee, child. 鈥淚n a word, I see all black, as if I were at the bottom of a tomb. Have some compassion on the situation I am in. Conceive that I disguise nothing from you, and yet that I do not detail to you all my embarrassments, my apprehensions, and troubles. Adieu, my dear marquis. Write to me sometimes. Do not forget a poor devil who curses ten times a day his fatal existence, and could wish he already were in those silent countries from which nobody returns with news.鈥?