Up to this point an attempt has been made to give some idea of the progress that was made during the eleven years that had elapsed since the days of the Wrights鈥?first flights. Much advance had been made and aeroplanes had settled down, superficially at any rate, into more or less standardised forms in three main types鈥攖ractor monoplanes, tractor biplanes, and pusher biplanes. Through the application of the results of experiments with models in wind tunnels to full-scale machines, considerable improvements had been made in the design of wing sections, which had greatly increased the efficiency of aeroplanes by raising the amount of 鈥榣ift鈥?obtained from the wing compared with the 鈥榙rag鈥?(or resistance to forward motion) which the same wing would cause. In the same way the shape of bodies, interplane struts, etc., had been improved to be of better stream-line shape, for the further reduction of resistance; while the problems of stability were beginning to be tolerably well understood. Records (for what they are worth) stood at 21,000 feet as far as height was concerned, 126 miles per hour for speed, and 24 hours duration. That there was considerable room for development is, however, evidenced by a statement made by the late B. C. Hucks (the famous pilot) in the course of an address delivered before the Royal Aeronautical Society307 in July, 1914. 鈥業 consider,鈥?he said, 鈥榯hat the present day standard of flying is due far more to the improvement in piloting than to the improvement in machines.... I consider those (early 1914) machines are only slight improvements on the machines of three years ago, and yet they are put through evolutions which, at that time, were not even dreamed of. I can take a good example of the way improvement in piloting has outdistanced improvement in machines鈥攊n the case of myself, my 鈥榣ooping鈥?Bl茅riot. Most of you know that there is very little difference between that machine and the 50 horse-power Bl茅riot of three years ago.鈥?This statement was, of course, to some extent an exaggeration and was by no means agreed with by designers, but there was at the same time a germ of truth in it. There is at any rate little doubt that the theory and practice of aeroplane design made far greater strides towards becoming an exact science during the four years of War than it had done during the six or seven years preceding it. Lord Seely left Whitford without seeing him again, and sent back unopened a note, which Algernon had written, begging for an interview, with these words written outside the cover in a trembling hand: "Dare not to write to me or importune me more." He was quite awake now, however, as he peered sharply at Diamond over his glasses. The latter found some little difficulty in beginning his communication, not being assisted by a word from old Max, who stared at him silently. THE PARLOUR. There was a momentary rustling, as if every person present had moved slightly, and then a deep hush. The silence seemed to last a long time; but, in fact, only a second or two elapsed before Powell, drawing up his tall, lean figure to its utmost height, and pointing with outstretched hand full at Algernon, exclaimed with a kind of cry, "There is her murderer! Woe to the cruel, woe to the unrighteous man! Ye have ploughed wickedness; ye have reaped iniquity; ye have eaten the fruit of lies!" 欧美av - 97人人模人人爽人人喊 Ah! And this prospect, now鈥攜ou aren't sure about it? Borelli was a versatile genius. Born in 1608, he was practically contemporary with Francesco Lana, and there is evidence that he either knew or was in correspondence with many prominent members of the Royal Society of Great Britain, more especially with John Collins, Dr Wallis, and Henry Oldenburgh, the then Secretary of the Society. He was author of a long list of scientific essays, two of which only are responsible for his fame, viz., Theorice Medic?arum Planetarum, published in Florence, and the better known posthumous De Motu Animalium. The first of these two is an astronomical study in which Borelli gives evidence of an instinctive knowledge of gravitation, though no definite expression is given of this. The second work, De Motu Animalium, deals with the mechanical action of the limbs of birds and animals and with a theory of the action of the internal organs. A section of the first part of this work, called De Volatu, is a study of bird flight; it is quite independent of Da Vinci鈥檚 earlier22 work, which had been forgotten and remained unnoticed until near on the beginning of practical flight. One piece of advice given to him by his mother, when he was about to start for England, cannot but cause a smile. She was at pains to assure him that it would be unnecessary to take off his hat to every person whom he might meet in the streets of London. Henry St. George, speaking of this in later years, continues: 鈥楤ut habit is strong; and even now, when I repair to the stables for my horse, I interchange bows with the coachman and the ostlers and all the little idle urchins whom I encounter in the mews.鈥?One would have been sorry indeed to see so graceful a habit altered. It might far better be imitated. Exceeding courtesy was through life characteristic of the man, and it descended in a marked degree upon many of his descendants, notably so upon Charlotte Maria, the A. L. O. E. of literature.