After the adjustments for actual flight had been made in the Curtiss factory, according to the minute descriptions contained in the Langley Memoir on Mechanical Flight, the aeroplane was taken to the shore of Lake Keuka, beside the Curtiss hangars, and assembled for launching. On a clear morning (May 28th) and in a mild breeze, the craft was lifted on to the water by a dozen men and set going, with Mr Curtiss at the steering wheel, esconced in the little boat-shaped car under the forward part of the frame. The four-winged craft, pointed somewhat across the wind, went skimming over the wavelets, then automatically headed into the wind, rose in level poise, soared gracefully for 150 feet, and landed softly on the water near the shore. Mr Curtiss asserted that he could have flown farther, but, being unused to the machine, imagined that the left wings had more resistance than the right. The truth is that the aeroplane was perfectly balanced in wing resistance, but turned on the water245 like a weather vane, owing to the lateral pressure on its big rear rudder. Hence in future experiments this rudder was made turnable about a vertical axis, as well as about the horizontal axis used by Langley. Henceforth the little vertical rudder under the frame was kept fixed and inactive.7 In this age of steel, a very great part of the inventive genius of man has gone into devices intended to facilitate transport, both of men and goods, and the growth of civilisation is in reality the facilitation of transit, improvement of the means of communication. He was a genius who first hoisted a sail on a boat and saved the labour of rowing; equally, he who first harnessed ox or dog or horse to a wheeled vehicle was a genius鈥攁nd these looked up, as men have looked up from the earliest days of all, seeing that the birds had solved the problem of transit far more completely than themselves. So it must have appeared, and there is no age in history in which some dreamers have not dreamed of the conquest of the air; if the caveman had left records, these would without doubt have showed that he, too, dreamed this dream. His main aim,4 probably, was self-preservation; when the dinosaur looked round the corner, the prehistoric bird got out of the way in his usual manner, and prehistoric man鈥攕uch of him as succeeded in getting out of the way after his fashion鈥攏aturally envied the bird, and concluded that as lord of creation in a doubtful sort of way he ought to have equal facilities. He may have tried, like Simon the Magician, and other early experimenters, to improvise those facilities; assuming that he did, there is the groundwork of much of the older legend with regard to men who flew, since, when history began, legends would be fashioned out of attempts and even the desire to fly, these being compounded of some small ingredient of truth and much exaggeration and addition. De la Landelle鈥檚 work, already mentioned, was carried on a few years later by another Frenchman, Castel, who constructed a machine with eight propellers arranged in two fours and driven by a compressed air motor or engine. The model with which Castel experimented had a total weight of only 49 lbs.; it rose in the air and smashed itself by driving against a wall, and the inventor does not seem to have proceeded further. Contemporary with Castel was Professor Forlanini, whose design was for a machine very similar to de la Landelle鈥檚, with two superposed screws. This88 machine ranks as the second on the helicopter principle to achieve flight; it remained in the air for no less than the third of a minute in one of its trials. 66 鈥楾he diameter of cylinder of engine was 1? inch, length of stroke 3 inches. "All right," said Jack, "I'll be back in time." 东京热一本道色综合网 Aye, aye! I understand. It isn't bills for tea, and flour, and bacon, and such like. It's a different kind o' bills the young gentleman's been meddling with; and a fine hand he's made of it. It was now currently reported that the thefts at the post-office had been Castalia's doing. Mrs. Smith and Mrs. Dockett had been "sure of it all along"鈥攕o they said, and so they really imagined now. The story of the mysterious notes paid to Ravell, the draper, was in every mouth. Roger Heath went about saying that Mr. Errington ought to make his loss good out of his own pocket, if he had any feelings of honour. But all the people who had not lost any money in the post-office were disgusted at Roger Heath's hardness and avarice, and asked indignantly if that was the moment to speak of such things? For the tragedy of Castalia's death had produced a strong effect in Whitford. Perhaps there was not one human being in the town who grieved that she was gone; but many were oppressed by the manner of her going. People had an uneasy feeling in remembering how much they had disliked her; almost as if their dislike made them guilty of her death in some vague, far-off, inexplicable way. They told themselves and each other that though "her manners had been repellent, poor thing," yet for their part they had always felt sorry for her, and had long perceived that her mind was astray, and that she was falling into a low melancholy state, that was likely to lead to some terrible catastrophe. By this time scarcely any one in Whitford entertained a doubt as to Castalia's having destroyed herself. And the social verdict, "Temporary insanity," was pronounced in assured anticipation that the legal verdict would be to that effect also. Henry Farman made his first appearance in the222 history of aviation with a flight of 935 feet on a Voisin biplane on October 15th, 1907. On October 25th, in a flight of 2,530 feet, he made the first recorded turn in the air, and on March 29th, 1908, carrying Leon Delagrange on a Voisin biplane, he made the first passenger flight. On April 10th of this year, Delagrange, in flying 1? miles, made the first flight in Europe exceeding a mile in distance. He improved on this by flying 10? miles at Milan on June 22nd, while on July 8th, at Turin, he took up Madame Peltier, the first woman to make an aeroplane flight.