It was in September of 1891 that Ader, by permission of the Minister of War, moved the 鈥楨ole鈥?to the military establishment at Satory for the purpose of further trial. By this time, whether he had flown or not, his nineteen years of work in connection with the problems attendant on mechanical flight had attracted so much attention that henceforth his work was subject to the approval of the military authorities, for already it was recognised that an efficient flying machine would confer an inestimable advantage on the power that possessed it in the event of war. At Satory the 鈥楨ole鈥?was alleged to have made a flight of 109 yards, or, according to another account, 164 feet, as stated above, in the trial in which the machine wrecked itself through colliding with some carts which had been placed near the track鈥攖he root cause of this accident, however, was given as deficient equilibrium. 169 They came up against the problem to which Riach has since devoted so much attention, that of propeller design. 鈥榃e had thought of getting the theory of the screw-propeller from the marine engineers, and then, by applying our table of air-pressures to their formul?, of designing air-propellers suitable for our uses. But, so far as we could learn, the marine engineers possessed only empirical formul?, and the exact action of the screw propeller, after a century of use, was still very obscure. As we were not in a position to undertake a long series of practical experiments to discover a propeller suitable for our machine, it seemed necessary to obtain such a thorough understanding of the theory of its reactions as would enable us to design them from calculation alone. What at first seemed a simple problem became more complex the longer we studied it. With the machine moving forward, the air flying backward, the propellers turning sidewise, and nothing standing still, it seemed impossible to find a starting point from which to trace the various simultaneous reactions. Contemplation of it was confusing. After long arguments we often found ourselves in the ludicrous position of each having been converted to the other鈥檚 side, with no more agreement than when the discussion began. Algernon bowed his head. French torpedo boats were set to mark the route, and Latham set out on his second attempt at six o鈥檆lock. Flying at a height of 200 feet, he headed over the torpedo boats for Dover and seemed certain of making the English coast, but a mile and a half out from Dover his engine failed him again, and he dropped to the water to be picked up by the steam pinnace of an English warship and put aboard the French destroyer Escopette. 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. 人人操_人人碰_人人碰免费视频_人人干_人人摸_人人看_超碰97_超碰在线视频 Judy Very anxious to see me, was he? I have my own opinion about that. But, no doubt, he wants me to believe that he's anxious. (Chapel bell.) The whole scene鈥攖he vivid green of the marsh grass, the grey willows, the boat with its wet oars flashing at regular intervals, the red-capped boy, and the sound of the fresh, shrill laughter of the crew, all fixed themselves on his mind with that vividness of impression which trivial external things so often make upon a brain labouring with some inward trouble.