Algernon stopped in his walk, and cast a singular look at his wife. Then after a moment he said, in his usual light manner, "My dear Cassy, you are low and nervous. It really is not good for you to mope by yourself as you do. Come, rouse yourself to write this letter to my lord, then after dinner you can have the fly to drive to my mother's. She complains that she sees you very seldom." I wonder the woman isn't ashamed鈥攔eally now! exclaimed Miss Chubb once in the exasperation of listening to Mrs. Errington calmly superior to facts, and of being quite unable to touch her self-complacency by any recapitulation of them. Good heavens, Castalia! What does this mean? The fact is, said Algernon, slowly, "that I have missed one or two papers of my own lately; matters of no consequence. God knows why anyone should have thought it worth while to take them! But they're gone." The Clement Bayard, and subsequently the Astra-Torres, non-rigids, followed on the early Lebaudys and350 carried French dirigible construction up to 1912. The Clement Bayard was a simple non-rigid having four lobes at the stern end to assist stability. These were found to retard the speed of the airship, which in the second and more successful construction was driven by a Clement Bayard motor of 100 horse-power at a speed of 30 miles an hour. On August 23rd, 1909, while being tried for acceptance by the military authorities, this vessel achieved a record by flying at a height of 5,000 feet for two hours. The Astra-Torres non-rigids were designed by a Spaniard, Se?or Torres, and built by the Astra Company. The envelope was of trefoil shape, this being due to the interior rigging from the suspension band; the exterior appearance is that of two lobes side by side, overlaid by a third. The interior rigging, which was adopted with a view to decreasing air resistance, supports a low-hung car from the centre of the envelope; steering is accomplished by means of horizontal planes fixed on the envelope at the stern, and vertical planes depending beneath the envelope, also at the stern end. Thus far, we have but indicated how one may draw from the richest stores from which the Aryan mind draws inspiration, the Greek and Latin mythologies and poetic adaptations of history. The existing legends of flight, however, are not thus to be localised, for with two possible exceptions they belong to all the world and to every civilisation, however primitive. The two exceptions are the Aztec and the Chinese; regarding the first of these, the Spanish conquistadores destroyed such civilisation as existed in Tenochtitlan so thoroughly that, if legend of flight was among the Aztec records, it went with the rest; as to the Chinese, it is more than passing strange that they, who claim to have known and done everything while the first of history was shaping, even to antedating the discovery of gunpowder that was not made by Roger Bacon, have not yet set up a claim to successful handling of a monoplane some four thousand years ago, or at least to the patrol of the Gulf of Korea and the Mongolian frontier by a forerunner of the 鈥榖limp.鈥? 伊人成人综合网_伊人综合_伊人成人网_成人综合网 Rotation of the cylinders in engines of this type is produced by the side pressure of the pistons on the cylinder walls, and in order to prevent this pressure from becoming abnormally large it is necessary to keep the weight of the piston as low as possible, as the pressure is produced by the tangential acceleration and retardation of the piston. On the upward stroke the circumferential velocity of the piston is rapidly increased, which causes it to exert a considerable tangential pressure on the side of the cylinder, and on the return stroke there is a431 corresponding retarding effect due to the reduction of the circumferential velocity of the piston. These side pressures cause an appreciable increase in the temperatures of the cylinders and pistons, which makes it necessary to keep the power rating of the engines fairly low. Don't tell him that I even know of your writing. My lord will be more willing to come down handsomely if he thinks it's for you only, Cassy, said Algernon, as he drew up his wife's writing-table for her, placed a chair, opened her inkstand, and performed several little acts of attention with a really charming grace and gallantry. And live or die wi鈥?Charlie!鈥? Horatia. Then we must leave him to his fate. Turning back a little, and considering other than British design of Vee and double-Vee or 鈥楤road arrow鈥?type of engine, the Renault firm from the earliest days devoted considerable attention to the development of this type, their air-cooled engines having been notable examples from the earliest days of heavier-than-air machines. In 1910 they were making three sizes of eight-cylindered Vee-type engines, and by 1915 they had increased to the manufacture of five sizes, ranging416 from 25 to 100 brake horse-power, the largest of the five sizes having twelve cylinders but still retaining the air-cooled principle. The De Dion firm, also, made Vee-type engines in 1914, being represented by an 80 horse-power eight-cylindered engine, air-cooled, and a 150 horse-power, also of eight cylinders, water-cooled, running at a normal rate of 1,600 revolutions per minute. Another notable example of French construction was the Panhard and Levassor 100 horse-power eight-cylinder Vee engine, developing its rated power at 1,500 revolutions per minute, and having the鈥攆or that time鈥攍ow weight of 4鈥? lbs. per horse-power.