By Tim Slessor
Why now not? in spite of everything, no-one had ever performed it ahead of. it'd be one of many longest of all overland trips – part method around the international, from the English Channel to Singapore. They knew that numerous expeditions had already attempted it. a few had bought so far as the desrts of Persia; a number of had even reached the plains of India. yet nobody had controlled to move on from there: over the jungle clad mountains of Assam and throughout northern Burma to Thailand and Malaya.
Over the final 3,000 miles it appeared there have been ‘just too many rivers and too few roads’. yet no-one quite knew …In truth, their difficulties all started a lot previous to that. As mere undergraduates, that they had no funds, no vehicles, not anything. yet with a funky audacity, which was once to develop into attribute, they started working – wheedling and cajoling. First, they coaxed the BBC to come back up with a few movie for a potential television sequence.
They then lightly persuaded the brands to lend them factory-fresh Land Rovers. A writer was once even sweet-talked into giving them an strengthen on a e-book. by the point they have been able to move, their sponsors (more than eighty of them) ranged from whiskey distillers to the makers of collapsible buckets. In overdue 1955, they set off.
Seven months and 12,000 miles later, very weary Land Rovers, escorted by means of police outriders, rolled into Singapore – to flash bulbs and poo. Now, fifty years on, their booklet, ‘First Overland’, is republished – with a foreword through Sir David Attenborough. in spite of everything, it used to be he who gave them that movie.
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Additional resources for First Overland: The Story of the Oxford and Cambridge Far Eastern Expedition
Example text
The cross-sect ions of various airfoils are shown in figure 3-8. Note how the paraglider airfoil is a shape much like that of an airplane. / Lift and Dra g Now we can see that the air gets deflected from both the upper and lower surfaces of the airfoil. The upper surface pulls the air down as it passes while the lower surface pushes it down. In fact, the airfoil plows some air ahead of it like the bow wake of a boat. This effect causes a slowing of the air below the wing and a speeding up of the air above the wing as the air moves out ofth e way of the passi ng wing.
Once the pressure in the tire equals that in the air hose the flow stops into the tire. turn ,:,·. l) (d) \ I '\ \"" I (c) Inflation of canopy complete -no more air entering Stronger drag <:=== - - .. Figure 3-3 (continued): Gliderlnflation r-------------------~--~~~----------------------, • Cross section of canopy gure 3-4: mopy Pressurization ------------------------------- ----------" CH 3: Why It Flies 1 - 27 - "-Huw much pressure builds up in the wing depends on how fast you are flying and how the cell openings are oriented to the flow.
You will be holding and pulling only the A risers. The reason for this is that these risers are attached to the A lines going to the front of the canopy. By pulling only on the front of the canopy you will pull the openings into the air stream which inflates the canopy and causes it to generate lift like a wing.