heavy'' just to the right degree, and so take up a natural
glide to Earth--and this was to help the Pilot and relieve
him of work and worry, should he find himself in a fog or
a cloud. And so that this tendency to glide downwards
should not be in evidence when the Engine was running and
descent not desired, the Thrust was placed a little below
the Centre of Drift or Resistance. In this way it would in
a measure pull the nose of the Aeroplane up and counterbalance
the ``nose-heavy'' tendency.

And the Engine was so mounted that when the Propeller-
Thrust was horizontal, which is its most efficient position,
the Angle of Incidence and the Area of the surfaces were
just sufficient to give a Lift a little in excess of the Weight.
And the Camber was such that, as far as it was concerned,
the Lift-Drift Ratio should be the best possible for that Angle
of Incidence. And a beautifully simple under-carriage was
added, the outstanding features of which were simplicity,
strength, light-weight, and minimum drift. And, last of
all, there was the Elevator, of which you will hear more
by-and-by. And this is what it looked like then:

And Efficiency, smiling, thought that it was not such a
bad compromise after all and that the Designer might well
be satisfied.

``Now,'' said she, ``there's just one or two points I'm
a bit hazy about. It appears that when the Propeller shaft
is horizontal and so working in its most efficient attitude,
I shall have a Lift from the Surfaces slightly in excess of the