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. So wrote a newspaper correspondent who was present at the famous meeting, and his words may stand, being more than mere journalism; for the great flying week which opened on August 22nd, 1909, ranks as one of the great landmarks in the history of heavier-than-air flight. The day before the opening of the meeting a downpour of rain spoilt the flying ground; Sunday opened with a fairly high wind, and in a lull M. Guffroy turned out on a crimson R.E.P. monoplane, but the wheels of his undercarriage stuck in the mud and prevented him from rising in the quarter of an hour allowed to competitors to get off the ground. Bleriot, following, succeeded in covering one side of the triangular course, but then came down through grit in the carburettor. Latham, following him with thirteen as the number of his machine, experienced his usual bad luck and came to earth through engine trouble after a very short flight. Captain Ferber, who, owing to military regulations, always flew under the name of De Rue, came out next with his Voisin biplane, but201 failed to get off the ground; he was followed by Lefebvre on a Wright biplane, who achieved the success of the morning by rounding the course鈥攁 distance of six and a quarter miles鈥攊n nine minutes with a twenty mile an hour wind blowing. His flight finished the morning. Other notable designs of these early days were the 鈥楻.E.P.鈥? Esnault Pelterie鈥檚 machine, and the Curtiss-Herring biplane. Of these Esnault Pelterie鈥檚 was a monoplane, designed in that form since Esnault Pelterie had found by experiment that the wire used in bracing offers far more resistance to the air than its dimensions would seem to warrant. He built the wings of sufficient strength to stand the strain of flight without bracing wires, and dependent only for their support on the points of attachment to the body of the machine; for the rest, it carried its propeller in front of the planes, and both horizontal and vertical rudders at the stern鈥攁 distinct departure from the Wright and similar types. One wheel only was fixed under the body where the undercarriage exists on a normal design, but light wheels were fixed, one at the extremity of each wing, and there was also a wheel under the tail portion of the machine. A single lever actuated all the controls for steering. With a supporting surface of 150 square feet the machine weighed 946 lbs., about 6.4 lbs. per square foot of lifting surface. 2019精品国产不卡_2019最新国产不卡a_2019国产在线不卡俞拍 Has past! another weary weary day, These are but a few, out of a host who contributed to the development of flying in this country, for, although France may be said to have set the pace as regards development, Britain was not far behind. French experimenters received far more Government aid than did the early British aviators and designers鈥攊n the early days the two were practically synonymous, and there are many stories of the very early days at Brooklands, where, when funds ran low, the ardent spirits patched their trousers with aeroplane fabric and went on with their work with Bohemian cheeriness. Cody, altering and experimenting on Laffan鈥檚 Plain, is the greatest figure of them all, but others rank, too, as giants of the early days, before the war brought full recognition of the aeroplane鈥檚 potentialities. 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. In the dining-room, ma'am. What is your objection to her, Ancram?