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From these curves the diameter and appropriate pitch of a screw could be calculated, and the number of revolutions was then fixed. Thus, for a speed of 80 feet per second the pitch might come out as 8 feet, in which case the revolutions would be 600 per minute, which might, however, be too low for the motor. It was then necessary either to gear down the propeller, as was done in the Wright machine, or, if it was decided to drive it direct, to sacrifice some of the efficiency of the propeller.

An analogous case arose in the application of the steam turbine to the propulsion of cargo boats, a problem as yet unsolved. The propeller should always be aft, so that it could abstract energy from the wake current, and also so that its wash was clear of the body propelled.

The best possible efficiency was about 70 per cent, and it was safe to rely upon 66 per cent.

Benefits of Soaring Flight.

There was, Mr. Lanchester proceeded, some possibility of the aeronaut reducing the power needed for transport by his adopting the principle of soaring flight, as exemplified by some birds. There were, he continued, two different modes of soaring flight. In the one the bird made use of the upward current of air often to be found in the neighborhood of steep vertical cliffs. These cliffs deflected the air upward long before it actually reached the cliff, a whole region below being thus the seat of an upward current. Darwin has noted that the condor was only to be found in the neighborhood of such cliffs.

Along the south coast also the gulls made frequent use of the up currents due to the nearly perpendicular chalk cliffs along the shore.

In the tropics up currents were also caused by temperature differences. Cumulus clouds, moreover, were nearly always the terminations of such up currents of heated air, which, on cooling by expansion in the upper regions, deposited their moisture as fog. These clouds might, perhaps, prove useful in the future in showing the aeronaut where up currents were to he found. An-other mode of soaring flight was that adopted by the albatross, which took advantage of the fact that the air moved in pulsations, into which the bird fitted itself, being thus able to extract energy from the wind.

Whether it would be possible for the aeronaut to employ a similar method must be left to the future to decide.

Main Difficulties in Aviation.

In practical flight difficulties arose in starting and in alighting. There was a lower limit to the speed at which the machine was stable, and it was inadvisable to leave the ground till this limit was attained. Similarly, in alighting it was inexpedient to reduce the speed below the limit of stability. This fact constituted a difficulty in the adoption of high speeds, since the length of run needed increased in proportion to the square of the velocity. This drawback could, however, be surmounted by forming starting and alighting grounds of ample size.

He thought it quite likely in the future that such grounds would be considered as essential to the flying machine as a seaport was to an ocean-going steamer or as a road was to the automobile.

Requisites of Flying Machine.

Flying machines were commonly divided into monoplanes and biplanes, according as they had one or two supporting surfaces. The distinction was not, however, fundamental. To get the requisite strength some form of girder framework was necessary, and it was a mere question of convenience whether the supporting surface was arranged along both the top and the bottom of this girder, or along the bottom only. The framework adopted universally was of wood braced by ties of pianoforte wire, an arrangement giving the stiffness desired with the least possible weight. Some kind of chassis was also necessary.