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亚洲 欧美 日韩 一区|国产在线久久久|亚洲Av-宅男色影视|日本阿v视频高清v

时间: 2019年12月12日 02:41

Meanwhile, commercial flying opened on May 8th (the official date was May 1st) with a joy-ride service from Hounslow of Avro training machines. The enterprise caught on remarkably, and the company extended their activities to coastal resorts for the holiday season鈥攁t Blackpool alone they took up 10,000 passengers before the service was two months old. Hendon, beginning passenger flights on the same date, went in for exhibition and passenger flying, and on June 21st the aerial Derby was won by Captain Gathergood on an Airco 4R machine with a Napier 450 horse-power 鈥楲ion鈥?engine; incidentally the speed of 129.3 miles per hour was officially recognised as constituting the world鈥檚 record for speed within a closed circuit. On July 17th a Fiat B.R. biplane with a 700 horse-power engine landed at Kenley aerodrome after having made a non-stop flight of 1,100 miles. The maximum speed of this machine was 160 miles per hour, and it was claimed to be the fastest machine in existence. On August 25th a daily service between London and Paris was inaugurated by the Aircraft Manufacturing Company, Limited, who ran a machine each way each day, starting at 12.30 and due to arrive at 2.45 p.m. The Handley-Page Company began a similar service in September of 1919, but ran it on alternate days with machines capable of accommodating ten passengers. The single fare in each case was fixed268 at 15 guineas and the parcel rate at 7s. 6d. per pound. Just as records were made abroad, with one exception, so were the really efficient engines. In England there was the Green engine, but the outbreak of war found the Royal Flying Corps with 80 horse-power Gnomes, 70 horse-power Renaults, and one or two Antoinette motors, but not one British, while the Royal Naval Air Service had got 20 machines with engines of similar origin, mainly land planes in which the wheeled undercarriages had been replaced by floats. France led in development, and there is no doubt that at the outbreak of war, the French military aeroplane service was the best in the world. It was mainly composed of Maurice Farman two-seater biplanes and Bleriot monoplanes鈥攖he latter type banned for a period on account of a number of serious accidents that took place in 1912. The result is remarkable, being less than 2 lbs. weight per horse-power, especially when one considers the state of development to which the steam engine had attained at the time these experiments were made. The fining down of the internal combustion engine, which has done so much to solve the problems of power in relation to weight for use with aircraft, had not then been begun, and Maxim had nothing to guide him, so far as work on the part of his predecessors was concerned, save the experimental engines of Stringfellow, which, being constructed on so small a scale in comparison with his own, afforded little guidance. Concerning the factor of power, he says: 鈥榃hen first designing this386 engine, I did not know how much power I might require from it. I thought that in some cases it might be necessary to allow the high-pressure steam to enter the low-pressure cylinder direct, but as this would involve a considerable loss, I constructed a species of injector. This injector may be so adjusted that when the steam in the boiler rises above a certain predetermined point, say 300 lbs., to the square inch, it opens a valve and escapes past the high-pressure cylinder instead of blowing off at the safety valve. In escaping through this valve, a fall of about 200 lbs. pressure per square inch is made to do work on the surrounding steam and drive it forward in the pipe, producing a pressure on the low-pressure piston considerably higher than the back-pressure on the high-pressure piston. In this way a portion of the work which would otherwise be lost is utilised, and it is possible, with an unlimited supply of steam, to cause the engines to develop an enormous amount of power.鈥? When the letter was finished and sealed, Castalia still sat musingly tracing unmeaning figures with the point of her pen on the blotting-book. At length she said with some hesitation, "Ancram, how is it that we spend so much money? I don't think I am very extravagant." � The news spread rapidly through Whitford, and caused the utmost excitement there. Mrs. Algernon Errington had been found drowned in the Whit. How鈥攚hether by accident or design鈥攏o one knew. But that did not prevent people from hazarding a thousand conjectures. She had wandered out alone, had ventured too near the edge of the slippery bank, and had lost her footing. She had been robbed and thrown into the river. She had committed suicide from ungovernable jealousy. She had committed suicide in a fit of insanity. She had become a hypochondriac. She had gone raving mad. She had committed various frauds at the post-office, and had killed herself in terror at the prospect of their coming to light. This latter hypothesis found much credence. So many circumstances鈥攖rifling, perhaps, in themselves, but important when massed together鈥攕eemed to corroborate it. And then, if that did not seem an adequate motive for the desperate deed, Castalia's notorious and passionate jealousy was thrown in as a make-weight. There would be a coroner's inquest, of course. And the chief witness at it would probably be David Powell. It appeared he was the last person who had seen the unfortunate woman alive. 亚洲 欧美 日韩 一区|国产在线久久久|亚洲Av-宅男色影视|日本阿v视频高清v � We will take first Ader鈥檚 own statement as set out in a very competent account of his work published in Paris in 1910. Here are Ader鈥檚 own words: 鈥楢fter some turns of the propellers, and after travelling a few metres, we started off at a lively pace; the pressure-gauge registered about seven atmospheres; almost immediately the vibrations of the rear wheel ceased; a little later we only experienced those of the front wheels at intervals. Unhappily, the wind became suddenly strong, and we had some difficulty in keeping the 鈥淎vion鈥?on the white line. We increased the pressure to between eight and nine atmospheres, and125 immediately the speed increased considerably, and the vibrations of the wheels were no longer sensible; we were at that moment at the point marked G in the sketch; the 鈥淎vion鈥?then found itself freely supported by its wings; under the impulse of the wind it continually tended to go outside the (prepared) area to the right, in spite of the action of the rudder. On reaching the point V it found itself in a very critical position; the wind blew strongly and across the direction of the white line which it ought to follow; the machine then, although still going forward, drifted quickly out of the area; we immediately put over the rudder to the left as far as it would go; at the same time increasing the pressure still more, in order to try to regain the course. The 鈥淎vion鈥?obeyed, recovered a little, and remained for some seconds headed towards its intended course, but it could not struggle against the wind; instead of going back, on the contrary it drifted farther and farther126 away. And ill-luck had it that the drift took the direction towards part of the School of Musketry, which was guarded by posts and barriers. Frightened at the prospect of breaking ourselves against these obstacles, surprised at seeing the earth getting farther away from under the 鈥淎vion,鈥?and very much impressed by seeing it rushing sideways at a sickening speed, instinctively we stopped everything. What passed through our thoughts at this moment which threatened a tragic turn would be difficult to set down. All at once came a great shock, splintering, a heavy concussion: we had landed.鈥? Sept. 23 Ship, America, New Orleans. 1 Witsell v. Earnest & Parker. Wheeler, p. 202. On January 2nd, 1909, S. F. Cody opened the New223 Year by making the first observed flight at Farnborough on a British Army aeroplane. It was not until July 18th of 1909 that the first European height record deserving of mention was put up by Paulhan, who achieved a height of 450 feet on a Voisin biplane. This preceded Latham鈥檚 first attempt to fly the Channel by two days, and five days later, on the 25th of the month, Bleriot made the first Channel crossing. The Rheims Meeting followed on August 22nd, and it was a great day for aviation when nine machines were seen in the air at once. It was here that Farman, with a 118 mile flight, first exceeded the hundred miles, and Latham raised the height record officially to 500 feet, though actually he claimed to have reached 1,200 feet. On September 8th, Cody, flying from Aldershot, made a 40 mile journey, setting up a new cross-country record. On October 19th the Comte de Lambert flew from Juvisy to Paris, rounded the Eiffel Tower and flew back. J. T. C. Moore-Brabazon made the first circular mile flight by a British aviator on an all-British machine in Great Britain, on October 30th, flying a Short biplane with a Green engine. Paulhan, flying at Brooklands on November 2nd, accomplished 96 miles in 2 hours 48 minutes, creating a British distance record; on the following day, Henry Farman made a flight of 150 miles in 4 hours 22 minutes at Mourmelon, and on the 5th of the month, Paulhan, flying a Farman biplane, made a world鈥檚 height record of 977 feet. This, however, was not to stand long, for Latham got up to 1,560 feet on an Antoinette at Mourmelon on December 1st. December 31st witnessed the first flight in Ireland, made by H. Ferguson on a monoplane which he himself had constructed at Downshire Park, Lisburn.