In the matter of illustrations, it has been found very difficult to secure suitable material. Even the official series of photographs of aeroplanes in the war period is curiously incomplete, and the methods of censorship during that period prevented any complete series being privately collected. Omissions in this respect will probably be remedied in future editions of the work, as fresh material is constantly being located. One of the chief problems in connection with the construction of a full-sized apparatus was that of the construction of an engine, for it was realised from the first that a steam power plant for a full-sized machine could only be constructed in such a way as to make it a constant menace to the machine which it was to propel. By this time (1898) the internal combustion engine had so far advanced as to convince Langley that it formed the best power plant available. A contract was made for the delivery of a twelve horse-power engine to weigh not more than a hundred pounds, but this contract was never completed, and it fell to Charles M. Manly to design the five-cylinder radial engine, of which a brief account is included in the section of this work devoted to aero engines, as the power plant for the Langley machine. 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. Another possible project, said Wolfe, is a second volume of The Right Stuff, to bring the story up to the $250 million Soviet-American handshake in 1975. The 436-page first volume has been received with acclaim. In the New York Sunday Times book review, C.D.B. Bryan wrote: "It is Tom Wolfe at his very best. 鈥?It is technically accurate, learned, cheeky, risky, touching, tough, compassionate, nostalgic, worshipful, jingoistic 鈥?it is superb." I have mixed feelings about it, says Miss Laredo, sitting back on the couch of her West Side living room. "I would really rather be known as an American pianist. Being female doesn't preclude playing some of the most powerful sounds on the piano." When my parents moved in 1988, they threw away my entire TV Shopper archive. Fortunately, Bruce Logan had saved copies of most of the stories, and at my request, he photocopied them and sent them to in 1990. About 10 stories were missing from his collection, and therefore cannot be included here. Among the lost interviews I remember are Soupy Sales, Dave Marash, Gael Greene, Janis Ian, Joe Franklin and Barnard Hughes. 亚洲欧美日本韩国香港国产中文字幕综合高清视频_天堂AV在线_AV天堂網-德智电影网 Was that stiff, white, silent thing Castalia? He could not realise it. He would scarcely have started if the door had opened and his wife had walked into the room in her ordinary dress, and with her ordinary gait. He had seen her last full of passionate excitement. That stiff, white, silent thing could not be she. He would not lift the coverlet, though, nor look on that which lay beneath. But he stood and gazed at it until the heap beneath the linen sheet seemed to stir and change its outlines. Then he turned away shuddering to the window, and looked at his watch to see whether he might venture to leave the room yet. Would the people think he had been there too short a time? He came out at length, looking pale and depressed enough to excite a good deal of sympathy in the breast of Mrs. Seth Maxfield. And with his usual quick susceptibility to the impression he produced on others, he was fully aware of this, and gratified by it, despite the chill vision of the still white heap under the coverlet which persistently haunted his memory. He saw looks of pity; he heard whispered exclamations of admiration, and they did more than gratify, they reassured him. It had entered into nobody's mind to conceive that he had been the cause of his wife's death. Into whose head, indeed, should it enter? or how? He remembered the last lightning-quick glance he had cast over the wide meadows, and how it had shown them to him empty and bare of any living thing for as far as his eye could reach. No; he was safe from suspicion. Of course he was safe from suspicion! And yet鈥攈e would have given a year of his life to have the inquest over, and the dead woman safely put away beneath the daisies in Duckwell churchyard. Pilcher鈥檚 鈥楤at.鈥? The 1905 machine was, like its predecessors, a biplane with a biplane elevator in front and a double vertical rudder in rear. The span was 40 feet, the chord of the wings being 6 feet and the gap between them about the same. The total area was about 600 square feet which supported a total weight of 925 lbs.; while the motor was 12 to 15 horse-power driving two284 propellers on each side behind the main planes through chains and giving the machine a speed of about 30 m.p.h. One of these chains was crossed so that the propellers revolved in opposite directions to avoid the torque which it was feared would be set up if they both revolved the same way. The machine was not fitted with a wheeled undercarriage but was carried on two skids, which also acted as outriggers to carry the elevator. Consequently, a mechanical method of launching had to be evolved and the machine received initial velocity from a rail, along which it was drawn by the impetus provided by the falling of a weight from a wooden tower or 鈥榩ylon.鈥?As a result of this the Wright aeroplane in its original form had to be taken back to its starting rail after each flight, and could not restart from the point of alighting. Perhaps, in comparison with French machines of more or less contemporary date (evolved on independent lines in ignorance of the Americans鈥?work), the chief feature of the Wright biplane of 1905 was that it relied entirely upon the skill of the operator for its stability; whereas in France some attempt was being made, although perhaps not very successfully, to make the machine automatically stable laterally. The performance of the Wrights in carrying a loading of some 60 lbs. per horse-power is one which should not be overlooked. The wing loading was about 1? lbs. per square foot. I wonder whether you will care to hear of some good news I had to-day? E. C. V.