One of the earliest of the British-built Vee type engines was an eight-cylinder 50 horse-power by the Wolseley Company, constructed in 1908 with a cylinder406 bore of 3鈥?5 inches and stroke of 5 inches, running at a normal speed of 1,350 revolutions per minute. With this engine, a gearing was introduced to enable the propeller to run at a lower speed than that of the engine, the slight loss of efficiency caused by the friction of the gearing being compensated by the slower speed of the air-screw, which had higher efficiency than would have been the case if it had been run at the engine speed. The ratio of the gearing鈥攖hat is, the speed of the air-screw relatively to that of the engine, could be chosen so as to suit exactly the requirements of the air-screw, and the gearing itself, on this engine, was accomplished on the half-speed shaft actuating the valves. My marriage was like the marriage of other people, and of no special interest to any one except my wife and me. It took place at Rotherham, in Yorkshire, where her father was the manager of a bank. We were not very rich, having about 锟?00 a year on which to live. An offshoot from the vertical type, doubling the power of this with only a very slight鈥攊f any鈥攊ncrease in the length of crankshaft, the Vee or diagonal type of aero engine leaped to success through the insistent demand for greater power. Although the design came after that of the vertical engine, by 1910, according to Critchley鈥檚 list of aero engines, there were more Vee type engines being made than any other type, twenty-five sizes being given in the list, with an average rating of 57鈥? brake horse-power. Algernon, she said with slow deliberation, "I begin to be afraid that the case is worse than I thought." Idly exploring the contents of the secretaire in the drawing-room one day, Martin Disney found the telegraphic message which his wife had written鈥攁nd left unsent鈥攂efore the Hunt Ball. 高清特黄A大片 But Algernon's note was not all of complaint. There were occasional intervals in which he spoke of the brightness of his prospects ultimately, when once he should have tided over his present difficulties and had got out of Whitford. And there were a few flourishes about his social successes in town last year. In the indulgence of his all-absorbing egotism, he seemed to forget that the girl beside him had ever been鈥攐r had ever had either expectation or right to be鈥攁nything more to him than the patient, admiring, sisterly, humble confidante on whom he had relied for praise and sympathy from the time of his earliest recollections, and who supplied him with the most delicious food for his vanity, because unmingled with any doubt of its genuineness. No thought of her feelings (save that they were kindly and admiring towards himself) crossed his mind whilst he talked to her, bending down his head and gesticulating slightly with his white, handsome hands. It was in 1910 that the British War Office first began fully to realise that there might be military226 possibilities in heavier-than-air flying. C. S. Rolls had placed a Wright biplane at the disposal of the military authorities, and Cody, as already recorded, had been experimenting with a biplane type of his own for some long period. Such development as was achieved was mainly due to the enterprise and energy of Colonel J. E. Capper, C.B., appointed to the superintendency of the Balloon Factory and Balloon School at Farnborough in 1906. Colonel Capper鈥檚 retirement in 1910 brought (then) Mr Mervyn O鈥橤orman to command, and by that time the series of successes of the Cody biplane, together with the proved efficiency of the aeroplane in various civilian meetings, had convinced the British military authorities that the mastery of the air did not lie altogether with dirigible airships, and it may be said that in 1910 the British War Office first began seriously to consider the possibilities of the aeroplane, though two years more were to elapse before the formation of the Royal Flying Corps marked full realisation of its value. Oh yes; I'm very well, thank you. But I had a little cold last week; and I should have had to walk to St. Chad's and back, you know. Father doesn't think it right to drive on the Lord's day, so he made me stay at home. Reverting to the petrol-fed type again, it is to be noted that Santos-Dumont was practically the first to develop the use of the ordinary automobile engine for air work鈥攈is work is of such importance that it has been considered best to treat of it as one whole, and details of the power plants are included in the account of his experiments. Coming to the Lebaudy brothers and their work, their engine of 1902 was a 40 horse-power Daimler, four-cylindered; it was virtually a large edition of the Daimler car engine, the arrangement of the various details being on the lines usually adopted for the standard Daimler type of that period. The cylinders were fully water-jacketed, and no special attempt toward securing lightness for air-work appears to have been made.