The two-seater tractor biplane produced by Sopwith and piloted by H. G. Hawker, showed that it was possible to produce a biplane with at least equal speed to the best monoplanes, whilst having the advantage of greater strength and lower landing speeds. The Sopwith machine had a top speed of over 80 miles an hour while landing as slowly as little more than 30 miles298 an hour; and also proved that it was possible to carry 3 passengers with fuel for 4 hours鈥?flight with a motive power of only 80 horse-power. This increase in efficiency was due to careful attention to detail in every part, improved wing sections, clean fuselage-lines, and simplified undercarriages. At the same time, in the early part of 1913 a tendency manifested itself towards the four-wheeled undercarriage, a pair of smaller wheels being added in front of the main wheels to prevent overturning while running on the ground; and several designs of oleo-pneumatic and steel-spring undercarriages were produced in place of the rubber shock-absorber type which had up till then been almost universal. We're not just looking for merchandising ideas from our associates. Our latest effort is a program calledYes We Can, Sam!which, by the way, I did not name. Again, we invite hourly associates who havecome up with money-saving ideas to attend our Saturday morning meeting. So far, we figure we've savedabout $8 million a year off these ideas. And most of them are just common-sense kinds of things thatnobody picks up on when we're all thinking about how big we are. They're the kinds of things that comefrom thinking small. One of my favorites came from an hourly associate in our traffic department who gotto wondering why we were shipping all the fixtures we bought for our warehouses by common carrierwhen we own the largest private fleet of trucks in America. She figured out a program to backhaul thosethings on our own trucks and saved us over a half million dollars right there. So we brought her in,recognized her good thinking, and gave her a cash award. When you consider that there are 400,000 ofus, it's obvious that there are more than a few good ideas out there waiting to be plucked. Of course, my number-one retail partner from our third store on has been my brother, James L. "Bud"Walton, who has a few things of his own to say about me in this booknot all of them flattering. Bud'swise counsel and guidance kept us from many a mistake. My nature has always been to charge, to saylet's do it now. Often, Bud would advise taking a different direction, or maybe changing the timing. I soonlearned to listen to him because he has exceptional judgment and a great deal of common sense. 黄色电影免费片日本大片-视频在线观看-影视资讯 I don't know, I'm sure. The evolution of the motor-car led to the adoption of the vertical type of internal combustion engine in preference to any other, and it followed naturally that vertical engines should be first used for aeroplane propulsion, as by taking an engine that had been developed to some extent, and adapting it to its new work, the problem of mechanical flight was rendered easier than if a totally new type had had to be evolved. It was quickly realised鈥攂y the Wrights, in fact鈥攖hat the minimum of weight per horse-power was the prime requirement for the successful development of heavier-than-air machines, and at the same time it was equally apparent that the utmost reliability had to be obtained from the engine, while a third requisite was economy, in order to reduce the weight of petrol necessary for flight. Five flights on the American continent up to the end of 1919 are worthy of note. On December 13th, 1918, Lieut. D. Godoy of the Chilian army left Santiago, Chili, crossed the Andes at a height of 19,700 feet and landed at Mendoza, the capital of the wine-growing province of Argentina. On April 19th, 1919, Captain E. F. White made the first non-stop flight between New York and Chicago in 6 hours 50 minutes on a D.H.4 machine driven by a twelve-cylinder Liberty engine. Early in August Major Schroeder, piloting a French Lepere machine flying at a height of 18,400 feet, reached a speed of 137 miles per hour with a Liberty motor fitted with a super-charger. Toward the end of August, Rex Marshall, on a Thomas-Morse biplane, starting from a height of 17,000 feet, made a glide of 35 miles with his engine cut off, restarting it when at a height of 600 feet above the ground. About a month later R. Rohlfe, piloting a Curtiss triplane, broke the height record by reaching 34,610 feet.