Now, the fact was that Algernon distinctly remembered having placed Minnie's note in a drawer of a little secretaire which he kept habitually locked, and of which the key was at that moment in his waistcoat pocket. And the discovery that his wife had in some way or other obtained access to the said secretaire gave him, for reasons known only to himself, abundant food for conjecture and reflection during the rest of the drive home. Two abortive attempts characterised the sixties of last century in France. As regards the first of these, it was carried out by three men, Nadar, Ponton d鈥橝mecourt, and De la Landelle, who conceived the idea of a full-sized helicopter machine. D鈥橝mecourt exhibited a steam model, constructed in 1865, at the Aeronautical Society鈥檚 Exhibition in 1868. The engine was aluminium with cylinders of bronze, driving two screws placed one above the other and rotating in opposite directions, but the power was not sufficient to lift the model. De la Landelle鈥檚 principal achievement consisted in the publication in 1863 of a book entitled Aviation, which has a certain historical value; he got out several designs for large machines on the helicopter principle, but did little more until the three combined72 in the attempt to raise funds for the construction of their full-sized machine. Since the funds were not forthcoming, Nadar took to ballooning as the means of raising money; apparently he found this substitute for real flight sufficiently interesting to divert him from the study of the helicopter principle, for the experiment went no further. Do you think your wife is annoyed by the importunities of tradespeople, Algy? That would be enough to fret her and sour her temper. Certain experiments made in England by Mr Phillips seem to have come near robbing the Wright Brothers of the honour of the first flight; notes made by Colonel J. D. Fullerton on the Phillips flying machine show that in 1893 the first machine was built with a length of 25 feet, breadth of 22 feet, and height of 11 feet, the total weight, including a 72 lb. load, being 420 lbs. The machine was fitted with some fifty wood slats, in place of the single supporting surface of the monoplane or two superposed surfaces of the biplane, these slats being fixed in a steel frame so that the whole machine rather resembled a Venetian blind. A steam engine giving about 9 horse-power provided the motive power for the six-foot diameter propeller which drove the machine. As it was not possible to put a passenger in control as pilot, the machine was attached to a central post by wire guys and run round a circle 100 feet in diameter, the track consisting of wooden planking 4 feet wide. Pressure of air under the slats caused the machine to rise some two or three feet above the track when sufficient velocity had been attained, and the best trials were made on June 19th, 1893, when at a speed of 40 miles an hour, with a total load of 385 lbs., all the wheels were off the ground for a distance of 2,000 feet. Stringfellow and Henson became associated,60 after the conception of their design, with an attorney named Colombine, and a Mr Marriott, and between the four of them a project grew for putting the whole thing on a commercial basis鈥擧enson and Stringfellow were to supply the idea; Marriott, knowing a member of Parliament, would be useful in getting a company incorporated, and Colombine would look after the purely legal side of the business. Thus an application was made by Mr Roebuck, Marriott鈥檚 M.P., for an act of incorporation for 鈥楾he Aerial Steam Transit Company,鈥?Roebuck moving to bring in the bill on the 24th of March, 1843. The prospectus, calling for funds for the development of the invention, makes interesting reading at this stage of aeronautical development; it was as follows:鈥? 五月丁香综合缴情六月-丁香五月色六月综合缴情-五月丁香六月综合缴情基地 said she. That's a great experience. I never talked to a man before (except Green Vertical Engine 35 b. h. p. 鈥?. That the ratio of drift to lift in well-shaped165 surfaces is less at angles of incidence of 5 degrees to 12 degrees than at an angle of 3 degrees. Having reached the present stage of advancement in its development, it would seem highly desirable, before laying down the investigation, to obtain conclusive proof of the possibility of free flight, not only because there are excellent reasons to hope for success, but because it marks the end of a definite step toward the attainment of the final goal.