Rhoda was startled, but more from sympathy with Gibbs than from any other reason. The quick colour mounted into her cheeks and deepened their blush rose hue to damask. "Oh, Mrs. Errington," she said, and held out her hand. Castalia did not take it; did not speak; did not, after one baleful stare of anger, look at her. "Come into the private office," she said, addressing Gibbs in a dry, husky voice, and with a manner of imperious harshness. As she stood with her hand on the lock of the door leading into the inner room, she looked round over her shoulder and flung these words at Rhoda like a missile; "You have made a mistake. My husband is not here to-day, of all days. He has been remiss in not letting you know of his journey. But men are apt, I have been told, to fail in polite attention to persons of your sort." Don't you? The defendants went to the plantation of Mrs. Witsell for the purpose of hunting for runaway negroes; there being many in the neighborhood, and the place in considerable alarm. As they approached the house with loaded guns, a negro ran from the house, or near the house, towards a swamp, when they fired and killed him. Old Maxfield duly paid his visit to Miss Chubb. The good-natured little woman waited at home all day lest she should miss him. And about an hour after her early dinner Mr. Maxfield sent in his respects, and would be glad to have a word with her if she were at leisure. What was this law ever made for? Can any one imagine? Why it's from Uncle Val! she exclaimed. 日本av网站 日本在线加勒比一本道 天堂日本免费AV 日本视频高清免费观看 An idea of the state of development arrived at about this time may be gained from the fact that the Commandant of the Military Wing of the Royal Flying Corps in a lecture before the Royal Aeronautical Society read in February, 1913, asked for single-seater scout aeroplanes with a speed of 90 miles an hour and a landing speed of 45 miles an hour鈥攁 performance which even two years later would have been considered modest in the extreme. It serves to show that, although higher performances were put up by individual machines on occasion, the general development had not yet reached the stage when such performances could be obtained in machines suitable for military purposes. So far as seaplanes were concerned, up to the beginning of 1913 little attempt had been made to study the novel problems involved, and the bulk of the machines at the Monaco Meeting in April, 1913, for instance, consisted of land301 machines fitted with floats, in many cases of a most primitive nature, without other alterations. Most of those which succeeded in leaving the water did so through sheer pull of engine power; while practically all were incapable of getting off except in a fair sea, which enabled the pilot to jump the machine into the air across the trough between two waves. Stability problems had not yet been considered, and in only one or two cases was fin area added at the rear high up, to counterbalance the effect of the floats low down in front. Both twin and single-float machines were used, while the flying boat was only just beginning to come into being from the workshops of Sopwith in Great Britain, Borel-Denhaut in France, and Curtiss in America. In view of the approaching importance of amphibious seaplanes, mention should be made of the flying boat (or 鈥榖at boat鈥?as it was called, following Rudyard Kipling) which was built by Sopwith in 1913 with a wheeled landing-carriage which could be wound up above the bottom surface of the boat so as to be out of the way when alighting on water. STOCK, CORN, FODDER, ETC. ETC. There were, in the list of aero engines compiled in 1910, five rotary engines included, all air-cooled. Three429 of these were Gnome engines, and two of the make known as 鈥業nternational.鈥?They ranged from 21鈥? to 123 horse-power, the latter being rated at only 1鈥? lbs. weight per brake horse-power, and having fourteen cylinders, 4鈥?3 inches in diameter by 4鈥? inches stroke. By 1914 forty-three different sizes and types of rotary engine were being constructed, and in 1913 five rotary type engines were entered for the series of aeroplane engine trials held in Germany. Minor defects ruled out four of these, and only the German Bayerischer Motoren Flugzeugwerke completed the seven-hour test prescribed for competing engines. Its large fuel consumption barred this engine from the final trials, the consumption being some 0鈥?5 pints per horse-power per hour. The consumption of lubricating oil, also was excessive, standing at 0鈥?23 pint per horse-power per hour. The engine gave 37鈥? effective horse-power during its trial, and the loss due to air resistance was 4鈥? horse-power, about 11 per cent. The accompanying drawing shows the construction of the engine, in which the seven cylinders are arranged radially on the crank case; the method of connecting the pistons to the crank pins can be seen. The mixture is drawn through the crank chamber, and to enter the cylinder it passes through the two automatic valves in the crown of the piston; the exhaust valves are situated in the tops of the cylinders, and are actuated by cams and push-rods. Cooling of the cylinder is assisted by the radial rings, and the diameter of these rings is increased round the hottest part of the cylinder. When long flights are undertaken the advantage of the light weight of this engine is more than counterbalanced by its high fuel and lubricating oil consumption, but there are other430 makes which are much better than this seven-cylinder German in respect of this. Oh, they're disgustingly impudent creatures, these Whitford tradespeople! There is no doubt in the world about that, said Castalia, in perfect good faith. "Only I thought you seemed to be made uneasy by what Miss Bodkin said to you on the subject."