For the gliding experiments of 1901 it was decided to retain the form of the 1900 glider, but to increase155 the area to 308 square feet, which, the brothers calculated, would support itself and its operator in a wind of seventeen miles an hour with an angle of incidence of three degrees. Camp was formed at Kitty Hawk in the middle of July, and on July 27th the machine was completed and tried for the first time in a wind of about fourteen miles an hour. The first attempt resulted in landing after a glide of only a few yards, indicating that the centre of gravity was too far in front of the centre of pressure. By shifting his position farther and farther back the operator finally achieved an undulating flight of a little over 300 feet, but to obtain this success he had to use full power of the rudder to prevent both stalling and nose-diving. With the 1900 machine one-fourth of the rudder action had been necessary for far better control. I don't want to converse rationally. 鈥極r it may be about the bouquet,鈥?continued his wife. 鈥榁ery likely he has found out that the princess has some favourite flower, in which case it would be only right to have it made of that instead of carnations and gypso-something, and I could say, 鈥淵our favourite flower, your Royal Highness,鈥?or something of the sort. Pray open your letter, Thomas, and see what it is.鈥? 彩命堂赛车计划图 I don't want to converse rationally. Charlotte鈥檚 Happy Birthday.鈥? Henry Farman, to whom reference has already been made, was engaged with his two brothers, Maurice and Richard, in the motor-car business, and turned to active interest in flying in 1907, when the Voisin firm built his first biplane on the box-kite principle. In July of 1908 he won a prize of 锟?00 for a flight of thirteen miles, previously having completed the first kilometre flown in Europe with a passenger, the said passenger being Ernest Archdeacon. In September of 1908 Farman put up a speed record of forty miles an hour in a flight lasting forty minutes. Why then鈥擨 suppose that's the last he'll hear of it. Experiments with working models which were concluded August 8 last having proved the principles and calculations on which the design of the Langley aerodrome was based to be correct, the next step was to apply these principles to the construction of a machine of sufficient size and power to permit the carrying of a man, who could control the motive power and guide its flight, thus pointing the way to attaining the final goal of producing a machine capable of such extensive and precise aerial flight, under normal atmospheric conditions, as to prove of military or commercial utility. The foregoing brief鈥攁nd necessarily incomplete鈥攕urvey of the early British group of fliers has taken us far beyond some of the great events of the early days of successful flight, and it is necessary to go back to certain landmarks in the history of aviation, first of which is the great meeting at Rheims in 1909. Wilbur Wright had come to Europe, and, flying at Le Mans and Pau鈥攊t was on August 8th, 1908, that Wilbur Wright made the first of his ascents in Europe鈥攈ad stimulated public interest in flying in France to a very great degree. Meanwhile, Orville Wright, flying at Fort Meyer, U.S.A., with Lieutenant Selfridge as a passenger, sustained an accident which very nearly cost him his life through the transmission gear of the motor breaking. Selfridge was killed and Orville Wright was severely injured鈥攊t was the first fatal accident with a Wright machine. In another direction, also, that of size, great developments were made. Before the War a few machines fitted with more than one engine had been built (the first being a triple Gnome-engined biplane built by Messrs Short Bros. at Eastchurch in 1913), but none of large size had been successfully produced, the total weight probably in no case exceeding about 2 tons. In310 1916, however, the twin engine Handley-Page biplane was produced, to be followed by others both in this country and abroad, which represented a very great increase in size and, consequently, load-carrying capacity. By the end of the War period several types were in existence weighing a total of 10 tons when fully loaded, of which some 4 tons or more represented 鈥榰seful load鈥?available for crew, fuel, and bombs or passengers. This was attained through very careful attention to detailed design, which showed that the material could be employed more efficiently as size increased, and was also due to the fact that a large machine was not liable to be put through the same evolutions as a small machine, and therefore could safely be built with a lower factor of safety. Owing to the fact that a wing section which is adopted for carrying heavy loads usually has also a somewhat low lift to drag ratio, and is not therefore productive of high speed, these machines are not as fast as light scouts; but, nevertheless, they proved themselves capable of achieving speeds of 100 miles an hour or more in some cases; which was faster than the average small machine of 1914. In Manly鈥檚 engine the cylinders were of steel, machined outside and inside to 1/16 of an inch thickness; on the side of the cylinder, at the top end, the valve chamber was brazed, being machined from a solid forging. The casing which formed the water-jacket was of sheet steel, 1/50 of an inch in thickness, and this also was brazed on the cylinder and to the valve chamber. Automatic inlet valves were fitted, and the exhaust valves were operated by a cam which had two points, 180 degrees apart; the cam was rotated in the opposite direction to the engine at one-quarter engine speed.419 Ignition was obtained by using a one-spark coil and vibrator for all cylinders, with a distributor to select the right cylinder for each spark鈥攖his was before the days of the high-tension magneto and the almost perfect ignition systems that makers now employ. The scheme of ignition for this engine was originated by Manly himself, and he also designed the sparking plugs fitted in the tops of the cylinders. Through fear of trouble resulting if the steel pistons worked on the steel cylinders, cast-iron liners were introduced in the latter, 1/16 of an inch thick. Then, Lord Seely, I have only one more circumstance to add: Castalia, the other day, paid a bill of considerable amount to a mercer in Whitford without my knowledge, and without my knowing where she found the money to pay it; and yesterday my clerk, an honest fellow and much attached to me, told me in private and in strict confidence, that it was currently reported in the town that one of the notes paid by my wife to the mercer was endorsed in the same way as a note in one of the missing money-letters I have told you of. I don't want to converse rationally. The second reason for establishing likability in 90seconds or less has to do with the human attention10span. Believe it or not, the attention span of the averageperson is about 30 seconds! Focusing attention has beencompared to controlling a troop of wild monkeys. Attentioncraves novelty鈥攊t needs to be entertained andloves to leap from branch to branch, making new connections.