Other notable designs of these early days were the 鈥楻.E.P.鈥? Esnault Pelterie鈥檚 machine, and the Curtiss-Herring biplane. Of these Esnault Pelterie鈥檚 was a monoplane, designed in that form since Esnault Pelterie had found by experiment that the wire used in bracing offers far more resistance to the air than its dimensions would seem to warrant. He built the wings of sufficient strength to stand the strain of flight without bracing wires, and dependent only for their support on the points of attachment to the body of the machine; for the rest, it carried its propeller in front of the planes, and both horizontal and vertical rudders at the stern鈥攁 distinct departure from the Wright and similar types. One wheel only was fixed under the body where the undercarriage exists on a normal design, but light wheels were fixed, one at the extremity of each wing, and there was also a wheel under the tail portion of the machine. A single lever actuated all the controls for steering. With a supporting surface of 150 square feet the machine weighed 946 lbs., about 6.4 lbs. per square foot of lifting surface.  On May 4th, 1920, a British record for flight duration and useful load was established by a commercial type Handley-Page biplane, which, carrying a load of 3,690 lbs., rose to a height of 13,999 feet and remained in the air for 1 hour 20 minutes. On May 27th the French pilot, Fronval, flying at Villacoublay in a Morane-Saulnier type of biplane with Le Rhone motor, put up an extraordinary type of record by looping the loop 962 times in 3 hours 52 minutes 10 seconds. Another record of the year of similar nature was that of two French fliers, Boussotrot and Bernard, who achieved a continuous flight of 24 hours 19 minutes 7 seconds, beating the pre-war record of 21 hours 48? seconds set up by the German pilot, Landemann. Both these records are likely to stand, being in the nature of freaks, which demonstrate little beyond the reliability of the machine and the capacity for endurance on the part of its pilots. These and similar things had been freely spoken in Whitford, and although the world resented Mrs. Errington's manner of complaint, as being deficient in humility and candour鈥攆or it is provoking to find people who ought to lament in sackcloth and ashes, holding up their heads and making a merit of their deserved misfortunes鈥攜et the world admitted that Mrs. Errington had substantial cause for complaint. The Honourable Castalia was really intolerable, and the only possible excuse for her behaviour was鈥攚hat had been whispered with many nods and becks, and much mystery鈥攖hat she was not quite of sound mind. And when the news began to circulate in Whitford that young Errington had gone to London suddenly, and almost secretly, the first, and most general, impression was that he had run away from his wife. To this solution the tradesmen to whom he owed money added, "And his debts!" Mrs. Errington's statement as to Lord Seely's illness was not much believed. And if he were ill, was it likely that my lord should cause Algernon Errington to be sent for? Later on in the course of the day, it began to be known that Castalia had accompanied her husband to the coach-office, so that his departure had not been clandestine so far as she was concerned, at all events. But was it not rather odd, the postmaster rushing off in this sudden manner? How did he manage to leave his business? Mr. Cooper never did such things! Not, probably, that it would make much difference whether Algernon Errington were here or not; for everybody knew pretty well that he was a mere cipher in the office, and Mr. Gibbs did everything! It then struck Castalia for the first time that this unexpected visit to the office afforded an opportunity for her to reach home without her husband's discovering her absence. She had not considered before how this was to be accomplished; and, indeed, had Algernon returned directly to Ivy Lodge from Maxfield's house it would have been impossible. 日本一本道不卡av中文,日本最新免费不卡二区,日本一本免费一二三区 As early as 1910 the British Government possessed some ten aeroplanes, and in 1911 the force developed into the Army Air Battalion, with the aeroplanes under the control of Major J. H. Fulton, R.F.A. Toward the end of 1911 the Air Battalion was handed over to (then) Brig.-Gen. D. Henderson, Director of Military Training. On June 6th, 1912, the Royal Flying Corps was established with a military wing under Major F. H. Sykes and a naval wing under Commander C. R. Samson. A joint Naval and Military Flying School was established at Upavon with Captain Godfrey M. Paine, R.N., as Commandant and Major Hugh Trenchard as Assistant Commandant. The Royal Aircraft Factory brought out the B.E. and F.E. types of biplane, admittedly superior to any other British design of the period, and an Aircraft Inspection Department was formed under Major J. H. Fulton. The military wing of the R.F.C. was equipped almost entirely with machines of Royal Aircraft Factory design, but the Navy preferred to develop British private enterprise by buying machines from private firms. On July 1st, 1914, the establishment of the Royal Naval Air Service marked the definite separation of the military and naval sides of British aviation, but the Central Flying School at Upavon continued to train pilots for both services. CHAPTER XIV. "My dear Castalia,鈥擨 cannot think what on earth you are about to write such letters to your uncle. Go abroad, indeed! I suppose Ancram would like the embassy to St. Petersburg, or to be governor of the Ionian Islands. It's all nonsense, and you had better put such ideas out of your head at once, and for all. I should think you might know that we have other people to think of besides your husband, especially after all we have done for him. Your uncle is very ill in bed with an attack of the gout, and can't write himself. The doctor thinks he won't be about again for weeks. You can guess what trouble this throws on to my shoulders, so I hope you won't worry me by any more such letters as the last. As if there was not anxiety enough, Fido had a fit on Thursday. I hope you are pretty well. What a blessing you've no sign of a family. With only you two to keep, you ought to do very well on Ancram's salary, and you can tell him I say so. Yours affectionately, Perhaps, Violet, you are chilly by nature. Some constitutions are so. For myself, I have a wonderful circulation. But it is hereditary. All my branch of the Ancrams were renowned for it. I don't know, my dear Castalia, whether my cousin, Lady Seely, has the same peculiarity?