鈥楯une 25, 1894. C. M. Tucker.鈥? The second Channel crossing was not made until 1910, a year of new records. The altitude record had been lifted to over 10,000 feet, the duration record to 8 hours 12 minutes, and the distance for a single flight to 365 miles, while a speed of over 65 miles an hour had been achieved, when Jacques de Lesseps, son of216 the famous engineer of Suez Canal and Panama fame, crossed from France to England on a Bleriot monoplane. By this time flying had dropped so far from the marvellous that this second conquest of the Channel aroused but slight public interest in comparison with Bleriot鈥檚 feat. 购彩大厅一360彩票 C. M. Tucker.鈥? Pray do, my dear Minnie. You know I always loved frankness. For Jealousy, they say's th' Extream of Love. In Spirit treads the Stars, and walks the whirling Skies! 鈥楾he machine, with its new curvature, never failed to respond promptly to even small movements of the rudder. The operator could cause it to almost skim the ground, following the undulations of its surface, or he could cause it to sail out almost on a level with the starting point, and, passing high above the foot of the hill, gradually settle down to the ground. The wind on this day was blowing eleven to fourteen miles157 per hour. The next day, the conditions being favourable, the machine was again taken out for trial. This time the velocity of the wind was eighteen to twenty-two miles per hour. At first we felt some doubt as to the safety of attempting free flight in so strong a wind, with a machine of over 300 square feet and a practice of less than five minutes spent in actual flight. But after several preliminary experiments we decided to try a glide. The control of the machine seemed so good that we then felt no apprehension in sailing boldly forth. And thereafter we made glide after glide, sometimes following the ground closely and sometimes sailing high in the air. Mr Chanute had his camera with him and took pictures of some of these glides, several of which are among those shown. There should be drawn a Lawrel Bough. Santos-Dumont produced the famous 鈥楧emoiselle鈥?monoplane early in 1909, a tiny machine in which the pilot had his seat in a sort of miniature cage under the main plane. It was a very fast, light little machine, but was difficult to fly, and owing to its small wing-spread was unable to glide at a reasonably safe angle. There has probably never been a cheaper flying machine to build than the 鈥楧emoiselle,鈥?which could be so upset as to seem completely wrecked, and then repaired ready for further flight by a couple of hours鈥?work. Santos-Dumont retained no patent in the design, but185 gave it out freely to any one who chose to build 鈥楧emoiselles鈥? the vogue of the pattern was brief, owing to the difficulty of piloting the machine. I hope it may prove so. Tell me, first, how is Mrs. Algernon Ancram Errington? 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. The doctrine thus set forth might appear plausible, but it is based on the common misconception that all the force which might be put into the helicopter or 鈥榩t茅rophore鈥?would be utilised for lifting or propelling the vehicle through the air, just as a propeller uses all its power to drive a ship through water. But, in applying such a propelling force to the air, most of the force is utilised in maintaining aerodynamic support鈥攁s a matter of fact, more force is needed to maintain this support than the muscle of man could possibly furnish to a lifting screw, and even if the helicopter were applied to a full-sized, engine-driven air vehicle, the rate of ascent would depend on the amount of surplus power that could be carried. For example, an upward lift of 1,000 pounds from a propeller 15 feet in diameter would demand an expenditure of 50 horse-power under the best possible conditions, and in order to lift this load vertically through such atmospheric pressure as exists41 at sea-level or thereabouts, an additional 20 horse-power would be required to attain a rate of 11 feet per second鈥?0 horse-power must be continually provided for the mere support of the load, and the additional 20 horse-power must be continually provided in order to lift it. Although, in model form, there is nothing quite so strikingly successful as the helicopter in the range of flying machines, yet the essential weight increases so disproportionately to the effective area that it is necessary to go but very little beyond model dimensions for the helicopter to become quite ineffective. C. M. Tucker.鈥? I beg your pardon, Miss Bodkin, she said, "I didn't know that you were so particularly engaged."