"My Lord,鈥擨 write in the driest and most matter-of-fact terms I can find, to ask for an interview with your lordship with the least possible delay, being unwilling to make, or to appear to make, any claim on the regard you once professed for me, or on the connection which unites us, and desiring you to understand that I appeal to you on behalf of another person; and that, were it not for that other person I should ask no more favours of your lordship鈥攏or, perhaps, need any. Castalia stood still, trying to collect her thoughts and determine on her course of action. What should she do? Her husband might be an hour鈥攈ours鈥攊n that house. She could not stand there in the street. An impulse came upon her to make herself known鈥攖o go in and tax Algernon with perfidy and deception then and there. But she checked the impulse. It would have been a desperate step. Algernon might never forgive her. It might be possible for her to reach a pitch of rage and jealousy which would make her deaf to any such considerations鈥攃areless as to the consequences of her actions if she could but gratify the imperious passion of the moment. She was dimly conscious that this might be possible; but for the present she had sufficient control over her own actions to pause and deliberate. There she stood, alone at night, in Whitford High Street鈥攕tealthily, trembling, and wretched鈥攕he, Castalia Kilfinane! Who would believe it? What would her uncle feel if he could see her now, or guess what she was enduring? The sisters sat silent for a few minutes. Then they heard the door of the dining-room open, as though Castalia were coming back, and the sound of voices. Rose was seated nearest to the door, which was separated from that of the little dining-room opposite by a very narrow passage, and she distinctly heard Algernon say, "Pooh! The old girl doesn't want me." And again, "Says I hate her? Nonsense! I look on her with the veneration due to her years and virtues." And then Castalia said, "Well, she can't help her years. Besides, that's not the question. You ought to come, for my sake. It's very unkind of you, Ancram." After that there was a lower murmur of speech, as though the speakers had changed their places in the room, and Rose was able to distinguish no more. No, no! It would never do to send anybody at all. This kind of family wash had better be done in private. I tell you what you do, Valentine鈥攜ou just dictate a letter to me to be sent to Castalia. Send it off at once. When does Ancram return? To-morrow? Very well, then. Send it off at once, so that it shall reach Whitford before he does. Mrs. Jud. We are delighted to see you. While Pilcher was carrying on Lilienthal鈥檚 work in England, the great German had also a follower in America; one Octave Chanute, who, in one of the statements which he has left on the subject of his experiments acknowledges forty years鈥?interest in the problem of flight, did more to develop the glider in America than鈥攚ith the possible exception of Montgomery鈥攁ny other man. Chanute had all the practicality of an American; he began his work, so far as actual gliding was concerned, with a full-sized glider of the Lilienthal type, just before Lilienthal was killed. In a rather rare monograph, entitled Experiments in Flying, Chanute states that he found the Lilienthal glider hazardous and decided to test the value of an idea of his own; in this he followed the same general method, but reversed the principle upon which Lilienthal had depended for maintaining his equilibrium in the air. Lilienthal had shifted the weight of his body, under immovable wings, as fast and as far as the sustaining pressure varied under his surfaces; this shifting was mainly done by moving the feet, as the actions required were small except when alighting. Chanute鈥檚 idea was to have the operator remain seated in the machine in the air, and to intervene only to steer or to alight; moving mechanism was provided to adjust the wings108 automatically, in order to restore balance when necessary. 欧美日韩亚洲中文综合视频_鸭子tv_色男人色天堂_美国亚洲成年毛片 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. Algernon did not cry either. Indeed, the combination of sentimental ballad and stout Dublin editor struck him as being pleasantly comic. But he paid the singer so easy and well-turned a compliment as put to shame the clumsy "Thanks, O'Reilly!" "By Jove, that was delightful!" "What a sweet whistle you have of your own!" and the general shout of "Bravo!" by which the others expressed their approbation. And then he sang himself鈥攐ne of the French romances for which he had gained a little reputation among a certain society in town. The romance was somewhat thread-bare, and the singer's voice out of practice; still, the performance was favourably received. But Algernon soon changed his ground, and, eschewing music altogether, began to entertain his hearers with stories about the eccentric worthies of Whitford, illustrated by admirable mimicry of their peculiarities of voice, face, and phraseology, so that he soon had the table in a roar of laughter, and achieved a genuine success. Jack Price was enchanted鈥攑artly with the consciousness that it was he who had provided his friends with this diverting entertainment, and explained to every one who would listen to him: "Oh, you know, it's great! What? Great, sir! Mathews isn't a patch on him. Inimitable, what? He is the dearest, brightest, most lovable fellow! What a burning shame that a thing of this sort should be hidden under a bushel鈥擨 mean, down in what-d'ye-call-it! By George! What?" A different but equally efficient type of Vee design was the Dorman engine, of which an end elevation is shown; this developed 80 brake horse-power at a speed of 1,300 revolutions per minute, with a cylinder bore of 5 inches; each cylinder was made in cast-iron in one piece with the combustion chamber, the barrel only being water-jacketed. Auxiliary exhaust ports were adopted, the holes through the cylinder wall being uncovered by the piston at the bottom of its stroke鈥攖he piston, 4鈥?5 inches in length, was longer than its stroke, so that these ports were covered when it was at the top of the cylinder. The exhaust discharged through the ports into a belt surrounding the cylinder, the belts on the cylinders being connected so that the exhaust gases were taken through a single pipe. The air was drawn through the crank case, before reaching the carburettor, this having the effect of cooling the oil in the crank case as well as warming the air and thus assisting in vaporising the petrol for each charge of the cylinders. The inlet and exhaust valves were of the overhead type, as may be gathered from the diagram,410 and in spite of cast-iron cylinders being employed a light design was obtained, the total weight with radiator, piping, and water being only 5鈥? lbs. per horse-power. We鈥檒l gather and go, 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.