. American engineer and railroad journal . between Steglitz and Siidende. It had, however, the disadvantage that oidy westerly startswere possil>le. llerr luus again taken instantaneousphotographs of mv apparatus, which have been laid before theso(aety (tig, 71). The strongest winds in which I piaetised had avelocity which 1 estimated at between l.)and 111 miles per running 1 obtained an additional velocity ot 7 miles an hour,making the total relative velocity 2)i miles an hour, which wsusrecpiired for soaring. Under these lireumstances the tirst partof my flight
. American engineer and railroad journal . between Steglitz and Siidende. It had, however, the disadvantage that oidy westerly startswere possil>le. llerr luus again taken instantaneousphotographs of mv apparatus, which have been laid before theso(aety (tig, 71). The strongest winds in which I piaetised had avelocity which 1 estimated at between l.)and 111 miles per running 1 obtained an additional velocity ot 7 miles an hour,making the total relative velocity 2)i miles an hour, which wsusrecpiired for soaring. Under these lireumstances the tirst partof my flight horizontal, and the alighting was alwaysa gentle one. . Each a|iparatus had a vertical and hori-zontal tail, without which it is iinpraetiealile td practise in thewuid. In conclusion, 1 will remark thai sailing llight nearthe earths surface niiisl lie nuicli more ilillieidt than at Lreaterheights, where the wind blows more rjgularly,while every irreg-ularity of the ground at lower levels starts whirls in the air. (TO HE CONTINUED.). Wiri -froni,accurnrnulator
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Keywords: ., bookcentury1800, bookdecade1890, booksubjectrailroadengineering
