In America commercial flying had begun in May of 1918 with the mail service between Washington, Philadelphia, and New York, which proved that mail carrying is a commercial possibility, and also demonstrated the remarkable reliability of the modern aeroplane by making 102 complete flights out of a possible total of 104 in November, 1918, at a cost of 0.777 of a dollar per mile. By March of 1919 the cost per mile had gone up to 1.28 dollars; the first annual report issued at the end of May showed an efficiency of 95.6 per cent and the original six aeroplanes and engines with which the service began were still in regular use. Horatia. Why, Sir, I always thought them a sort of stone.... 鈥淚 don鈥檛 care,鈥?said Martin. 鈥淚 don鈥檛 mind your treating me as a brother, but I鈥檓 not going to be treated as your little brother.鈥? CHAPTER VII. "Could anything have been more pathetic," said Captain Franklin to the Chief, as they ascended the cliffs, "than your daughter's eager welcome of her lover?" Not only he, but others who saw the meeting, shared the unalloyed bliss of the two who were just on the threshold of their new life of love and companionship. 婷婷成人网 鈥淎ny idiot could see that,鈥?replied Martin. The trick flying of pre-war days soon became an262 everyday matter; Pegoud astonished the aviation world before the War by first looping the loop, but, before three years of hostilities had elapsed, looping was part of the training of practically every pilot, while the spinning nose dive, originally considered fatal, was mastered, and the tail slide, which consisted of a machine rising nose upward in the air and falling back on its tail, became one of the easiest 鈥榮tunts鈥?in the pilot鈥檚 repertoire. Inherent stability was gradually improved, and, from 1916 onward, practically every pilot could carry on with his machine-gun or camera and trust to his machine to fly itself until he was free to attend to it. There was more than one story of a machine coming safely to earth and making good landing on its own account with the pilot dead in his cock-pit. Parkman's History of Canada. 鈥業t was not till several months had passed, and every phase of the problem had been thrashed over and over, that the various reactions began to untangle themselves. When once a clear understanding had been obtained there was no difficulty in designing a suitable propeller, with proper diameter, pitch, and area of blade, to meet the requirements of the flier. High efficiency in a screw-propeller is not dependent upon any particular or peculiar shape, and there is no such170 thing as a 鈥渂est鈥?screw. A propeller giving a high dynamic efficiency when used upon one machine may be almost worthless when used upon another. The propeller should in every case be designed to meet the particular conditions of the machine to which it is to be applied. Our first propellers, built entirely from calculation, gave in useful work 66 per cent of the power expended. This was about one-third more than had been secured by Maxim or Langley.鈥? The success of this great meeting brought about a host of imitations of which only a few deserve bare mention since, unlike the first, they taught nothing and achieved little. There was the meeting at Boulogne late in September of 1909, of which the only noteworthy event was Ferber鈥檚 death. There was a meeting at Brescia where Curtiss again took first prize for speed and Rougier put up a world鈥檚 height record of 645 feet. The Blackpool meeting followed between 18th and 23rd of October, 1909, forming, with the exception of Doncaster, the first British Flying Meeting. Chief among the competitors were Henry Farman, who took the distance prize, Rougier, Paulhan, and Latham, who, by a flight in a high wind, convinced the British public207 that the theory that flying was only possible in a calm was a fallacy. A meeting at Doncaster was practically simultaneous with the Blackpool week; Delagrange, Le Blon, Sommer, and Cody were the principal figures in this event. It should be added that 130 miles was recorded as the total flown at Doncaster, while at Blackpool only 115 miles were flown. Then there were Juvisy, the first Parisian meeting, Wolverhampton, and the Comte de Lambert鈥檚 flight round the Eiffel Tower at a height estimated at between 1,200 and 1,300 feet. This may be included in the record of these aerial theatricals, since it was nothing more.