There are many unexplained ruins which can be found within Egypt. Who built the Great Pyramids? What was the true identity and purpose for the Great Sphinx? Countless mysteries still swirl around these enormous structures, and no matter how much academic study is pursued within this mystical place, an answer for how, and indeed why these monstrous feats were undertaken remains unanswered. The reason for this gap in our understanding we have come to hypothesize is due to a paradigm of understanding, the result of which being that we as a species can only recollect a fraction of our history. A case of global amnesia has beset our kind, and unless those with the ability to see through the fog of established and as such heavily researched areas of our history, we may never solve the most important question of all, where do we come from? The reason for our growing staunch belief in a lost history is only further compounded by the subjects we research, and indeed the seemingly impossible and as yet unanswered methods that an ancient clearly once highly capable civilization utilized to achieve such remarkable feats of ancient engineering, and our next item of choice is of no exception. As mentioned, there exists a heavily researched and indeed unraveled history which can be archaeologically found amongst these truly impressive ruins. However, although we are led to believe that academia has a handle on the ancient lives of those who dwelled within these structures, there are many areas which tell a different story, and one must question why. Why is there such gaps of explanation? When we are told that much of what these groups undertook has been researched and understood since the time of Edward Carter, why was the Valley of the Kings lost? Who and indeed how were the ancient pyramids constructed? Many of the things we are now under the presumption have been fully explored are merely rediscoveries, completely absent from the ream of writing and hieroglyphics later deciphered in red. The submerged city of Heraclion, for example. An entire ancient city, which not only clearly dates from the time of the pyramids, but was also submerged in an event we are yet to be informed of. The rediscovery of this site in recent times is yet another example that the attitudes of those who are granted access to such sites is misplaced, and what we thought we knew about the true creators of said sites is a red herring, a smoke screen, placed down by later surviving and due to these unknown events proven by heavy research far less capable, far more primitive, a civilization who merely re-inhabited such sites, allowing them to develop to a point where they were not only able to leave their own archaeological legacy amongst these ruins, but also to claim such intimidating works as their own. Such a reality, such a claimed illusion, would also have made them a perceived force to be reckoned with, an opportunistic strategy that any critical thinking leader would have leapt at to not only preserve one's power, but to ensure the ongoing existence of their own kind. This posited scenario would also explain why the ancient city of Heraclion and indeed the Sphinx, the Great Pyramids, the Colossus of Memnod, the unfinished obelisk, and so forth, remained undescribed within what is claimed as the builder's writings and why such incredible feats were seemingly silently undertaken. Any explanation as to how these sites were built, such as that of Baalbek over a thousand miles away, possessed Aswan granite columns many tons in weight, remains a mystery. For one can claim such works as their own, but an explanation as to how they achieved them would not be something they could provide. Who built the ancient city of Heraclion, indeed the entire plateau of Giza? Why is the city submerged underwater and what happened to those who constructed such sites? It is a pursuit for answers which we find highly compelling. The Oklahoma newspaper, The Oklahoman, would publish a story on June 28, 1969 titled It's a Cracked Buzzer. Subsequently pulled from their archives, some astute researchers, however, have managed to track down this amazing article, detailing an impossible discovery. It pertains to the excavation of an ancient floor, a tiled area which covered a truly vast distance, as if it was once the highly finished floor of an enormous structure. What is astonishing regarding this floor, however, is the date that countless specialists have concluded upon. The age of these tiles is simply baffling. According to the modern dating techniques used, this floor was laid well over 200,000 years ago, using a tiling mortar containing currently unknown elements. Delbert Smith, president of the Oklahoma Seismograph Company and past president of the Oklahoma City Geophysical Society, accompanied Derwood Pate, an independent petroleum geologist in an exploration of the site. They finished their studies by stating that they were both very satisfied that it is not a natural earth formation, and that it is indeed man-made. Smith and Pate even took core samples to make a microscopic investigation of the material makeup. The discovery of two holes through the rock strata heightened interests, and when measurements revealed that two holes to be exactly 16.5 feet apart, or precisely one rod, they were convinced it was a deliberate, artificial placement. The stone tiles were found to have been made from Permian limestone, laced with quartz grains. Geologists who focused their attention on the unusual flooring were all at a loss to explain the origin of the formation. John M. Ware, an Oklahoma City geologist, said, It simply cannot be explained within the field of geology. We need an archaeologist to give a final opinion. However, its age and origin may remain a mystery unless an archaeologist can be persuaded to take on the project soon. Just 20 days after these astonishing finds and subsequent realizations, construction workers moved in on the area, quickly demolishing the enormously ancient and vastly important floor, building a foodstuffs warehouse in its place. Pate said that the formation, 100 feet by 60 feet in area, was rapidly becoming a tourist attraction. People began flocking there and taking pieces of the rock away, he said. Just who built this ancient floor? Why did they build it? And was it really over 200,000 years old? Judging by the way this discovery was buried, it is certainly a possibility. Petra, undoubtedly one of the most impressive stone cut ancient cities on earth, carved into the meandering rising rock faces, within a red stone gorge in Jordan, with the mastery of the original stone cutter's abilities on full display, unfinished, possibly perceived as insignificant areas of this site. Invaluable to our investigations into their construction, as these areas still possess the initial stages of the stone cutting procedure, patterning we have used to identify the work of the creators of these sites, by means of the tool marks they left behind, now found and identified by us at a number of different ruins all over the world. However, Petra is a place that although used as the backing for many popular titles, the true size of the entire city, and indeed many of the lesser studied rarely mentioned corners of the site, and the sculptures found therein, are just as impressive. Some of these areas displaying a tremendously greater age, proof of a far earlier group of stone cut dwellings created far earlier in history, which are found intermingled with the more recognizable structures. For not only is any logical explanation as to how such structures were originally constructed, absent from the mainstream tale of events, but additionally a near-identical conundrum confronts historians regarding the temples in India, one such being that of Kailash. These temples, instead of having been cut into rising rock faces as found in Jordan's Petra, were instead carved downwards out of the bedrock, which was no less of an incredible feat if anything an even more impressive accomplishment. Additionally, why structures on completely different continents, both cut out of solid rocks, would share the same tool markings, which like a fingerprint, are now allowing said sites to finally be linked together, providing compelling evidence to support the posit of a past now lost, once highly advanced global civilization, which existed far before academically documented history. Additionally, just like that of Longyu Cave in China, yet another ancient site cut straight out of solid stone, the hundreds of thousands, possibly millions of tons of waste mortar has never been found. To create such an enormous structure is one thing, but to actually successfully transport away all of the quarried stone is a feat we feel would have taken any distant culture permitted to be studied by mainstream archaeology many years to have been accomplished, so long in fact that it is implausible to suggest this happened. Evidence of this would litter the sites, and many individuals would have been discovered by now, buried there, each displaying telltale injuries from what would have been an unimaginably difficult task to have accomplished. Bosda Caves in Turkey is yet another ancient site quarried from the bedrocks of Earth, which too shares the same tool marks, left by the same technology that clearly cut all of these sites. Thus, strongly supporting the premise that all these sites were not only cut by the same civilization, but they utilized lost, yet once highly efficient technologies in the original building of these relics. Petra is a site that is thankfully remarkably sheltered, and thus remarkably well preserved, yet due to the areas clearly being of a far greater age, supports the further premise of there having been multiple past civilizations which once dwelled here. The newbian pyramids, a series of hundreds of pyramidal structures and ruins, making up part of the ancient cities of Kush and Meroy. The structure of the newbian pyramids, found in the ancient city of Kush, has been hidden with great effort. Yet thankfully the proof no matter how some try to keep hidden remains for all who can recognize them to see, proofs which we find highly compelling. of the ancient cities of Kush in Meroe. The structures incorporate styles from many different equally ancient ruins from around the world, displaying to all the reach of this once global civilization. The first recorded settlers in this part of Sudan date back as far as 300,000 years, with the civilization that is claimed to have built and indeed painted these structures are dated as far back as 4,000 years. The city of Kush is renowned for having the finest pottery in all the Nile Valley, evidence of the builders' past capabilities. Yet what we found the most interesting about the ruins is a decorative piece found within one of these ancient structures within the ancient city of Meroe. Amongst over 200 sandstone pyramids, a depiction can be found within a rather peculiar mural. Like that of the ancient depictions of Gilgamesh repeatedly showing carrying an adult male lion like a kitten, this image in fact shows an ancient giant carrying an elephant in each hand. And although this is clearly a remarkable detail, it is not the only features of note that are to be found within the picture. First brought to the attention of mainstream study in 1821 by the French mineralogist Frédéric Calus, it has since been noted that the giant's features were seemingly Caucasian in appearance, with his hair a light red in color, something we have touched upon in the past with witness testimonies of ancient remains of red-headed giants being reportedly found worldwide, in particular Lovelock Cave. Thus one wonders, could this be a true depiction of not only the builders of the Nubian pyramids, but possibly Giza's great pyramids and the many other either publicly studied or covered up structures found around the world. It is a possibility which we find incredibly compelling.


Wilbur and Orville Wright, the first men in the history of the world to pilot a heavier-than-aircraft in sustained flight under power and control near Kitty Hawk, North Carolina, December 17, 1903. How do you do? I'm Paul Garber, privileged to be historian emeritus of the National Air and Space Museum at the Smithsonian in Washington. You'll recall that when we were previously together, I was telling you about Thomas Ethelon Selfridge, the first man who died in an airplane crash, September 17, 1908. Flying as a passenger with Orville Wright at Fort Meyer, Virginia, September 17, 1908, Selfridge suffered a concussion in the crash of the Wright airplane. He died about two hours later. He is buried in the National Cemetery at Arlington, Virginia, within a short distance of the place where the airplane fell. This monument was erected by his family. As I visit his grave in that beautiful cemetery where many of our national heroes and some of my dear friends are lying, I realize that death is an inevitable adventure that all of us must come to someday. But it is what we accomplish while we are living that matters, and surely Thomas Selfridge had a wonderful career. Born in California in 1882, he graduated from West Point in 1903. As I told you in our previous program, he became on May 19, 1908 the first military officer in the world to pilot an airplane. He also learned to pilot the Signal Corps number one, our Army's first durgible airship. The tablet on his monument reads, First Lieutenant Thomas E. Selfridge, First Regiment, Field Artillery, U.S. Army, killed in the service of the United States in an aerodrome accident September 17, 1908, aged 26. Following the crash, Orville Wright was in the hospital at Fort Meier for seven weeks, then recuperated further at home in Dayton, Ohio. Meanwhile in France, Wilbur demonstrated with convincing capability that the unfortunate crash at Fort Meier had not been due to any aerodynamic fault of the airplane. The one he was flying was similar to that, which Orville had flown at Fort Meier. Just four days after his brother's accident, Wilbur, flying alone, made a world's duration record of one hour, seven minutes and 24 seconds. Then followed four successive world record flights with passengers, the longest being for an hour, nine minutes and 45 and a fifth seconds. On December 18, he made a flight record alone of one hour and 54 minutes and an altitude record of about 377 feet. On December 31, he made an astounding record of two hours, 20 minutes and 23 and one fifth seconds. During the total period of his flights in France in 1908, Wilbur made more than 100 flights. In January, 1909, Orville, accompanied by their sister Catherine, joined Wilbur in Paris, where they went on some sightseeing together. During the winter months, Wilbur had moved his flight demonstrations to the warmer southern part of France and there King Edward VII of England came to see Wilbur fly. Also at Pau, France, Catherine enjoyed a flight with her brother. Orville was standing just to the left outside of the picture as the airplane was being ready for takeoff. In April, the three of them went to Italy, where further demonstrations were to be made. Here the airplane is being hauled through the streets of Rome on the way to a large open area, which is now part of the flying field of Chantet Chaeli. There, King Victor Emmanuel showed enthusiastic interest in the airplane. We are pleased that his highness was also interested in photography because from the camera that his aquarium is carrying, we have several of these photographs that you are seeing. His highness did not take a flight, but he asked numerous questions about the mechanism and operation. A very interesting motion picture film was made in Italy, including a portion taken with a camera located directly behind the pilot and showing his manipulation of the front control. Here's the hangar. Many, many persons came to see these wonderful flights, the airplane coming out, being moved on temporary wheels that are placed under the wing so it can be rolled to the starting rail. You recall that this long starting rail was part of a catapult system by which the airplane was given its initial velocity to supplement the power of the engine. There's Wilbur just at the left for a moment. The front end of the airplane is to the right, a bit confusing because today the tail is at the back. The pillars you see are at the rear. The engine started by cranking both props, pulling down on the outside blade. There's Wilbur with one of his passengers. He carried about 20 passengers during the 40-some flights that he made there near Rome along the starting rail and into the air. A wonderful, wide open area, quite historic because in some of these scenes you can see the old Roman aqueducts in the distance, around and around that huge field. There's those aqueducts. The speed about 40 miles an hour, altitude, as you see, about 75 to 100 feet, sometimes about 150. The camera was hand cranked and so the speeds will seem to vary as the operator may have gotten a bit tired turning that crank all the time. Here he's going to give the cameraman a pretty close shave. A large number of officers there. There's Orville with that straw hat on. Balloons were used at that time by a number of armies. The airplane under perfect control. Now we're going to get a reel. There goes your hat. Real thrill. You notice how the airplane seems to sort of hunt up and down. Of course, close to the ground, there are air currents that are sometimes rather bumpy. Another approach, speed, as I say, about 40 miles an hour. The revolutions of the propeller will seem to vary in the movie. See how slowly they seem to go, but that's because of the synchronization with the motion picture film. About 350 rpm. Now, you're just about to see for the first time ever taken movies during an airplane in flight with a camera mounted behind the seats pointing out forward between the pilot and passenger. Now, along the rail, very interesting thing here is that string that's tied to that upright stick there. You see it every now and then more clearly than at others. Now that is an instrument. Today we have hundreds of instruments on our control panels, but that string was just about the first instrument. And as it waved toward the pilot, he could tell whether he was climbing or descending by the way that it would fly sort of upward or downward. And if it sort of waved to one side or another, he knew he was drifting either right or left or had a cross current. It's a darn good instrument. Very simple and quite informative to the pilot. There's some of those aqueducts in the distance. Notice how the airplane seems to go up and down with constant manipulation of that elevator in front. That's one of the features of those types that have the elevator in front. Weber made 42 flights in Italy including a number with passengers. On 23 of these flights, he gave instruction to three officers, Lieutenant Mario Calderara of the Italian Navy, Lieutenant Umberto Savoia and Captain Castanieres Guido. The arrangements for these flights have been made by the United States Ambassador to Italy, Lloyd Griscombe, who very graciously gave me these photographs, including this beautiful scene of the airplane flying at sunset. This photograph was inscribed to the ambassador and Mrs. Griscombe by Wilbur Orville and Catherine. Orville's health had improved during his visit to Europe and further benefited from the two week ocean voyage back to the United States. Back home in Dayton, they received a welcoming ovation, a parade and presentation of medals from Congress from the state of Ohio and from the city of Dayton. On that same day as the parade, June 18, the airplane which they had constructed as a replacement for the one which had crashed nine months previous arrived at Fort Meyer and the brothers and sister followed soon after. Here they are at Fort Meyer, Wilbur at the left standing beside one of their mechanics, Charlie Taylor, Orville at the right talking to his sister and to her close friend, Mrs. Ralph Van Diemen, of whom you will hear more a bit later. This painting by Colonel Jack McCoy, US Air Force artist, shows the general scene. The airplane, except for the engine and chain transmission, was all new construction, generally similar to the 19-eighth machine, but four feet less in span in order to increase its speed. In this scene, Wilbur has a signal core flag which he would wave at Orville while flying to inform him about the progress of his flights. Orville is standing there in front nearest to us on the right side and Lieutenant Frank Lomb and Benjamin Filoy, who were to be the military passengers in separate flights.  He's a particular interest to me because that is I. From my personal recollections of one of those flights at Fort Meyer, I've been able to help the artist and in turn he painted me into the picture, helping one of the photographers, Winfield Scott Klein, carry part of his camera gear. Mr. Klein gave us some of these pictures. Another photographer there was Carl Claudie, who was also very generous in helping me with preparing these lectures. The airplane had been assembled and its engine tested in this hangar located at the southern end of the large drill field. And now, thanks to a motion picture photographer who from the, who went from the Department of Agriculture, carrying his large wooden box Edison camera over there, we have this first motion picture made in America of an airplane. Now that's not the airplane in the foreground. That large object is President William Howard Taft weighed about 320 pounds and he was accompanied by a number of his cabinet ambassadors, officials of government, just about everybody would go over there to see these flights. I read about them in the paper and I'm so glad that I went over the following year. This is a 1998, however, that you're seeing now, not 1999, this is yes. You can always tell the difference by the higher landing gear. Now Orville will be coming along in just a moment. Hurry up Orville. There he goes. And here he is with his passenger Lieutenant Lam, Frank P. Lam. The date is July 27 because that was the date of the endurance flight, the one that I saw. Orville ducked under all those wires to get into his seat. Now just beneath him, there's a well, a thing that a sailor calls a pelican hook. It's a means whereby a attention can be released to let the airplane go forward. There's Wilbur with that straw hat on, Charlie Taylor in shirt sleeves. That's the catapult tower. A heavy weight, 1200 pounds is to be hoisted up to the top of the tower. There's a man pulling on the line up goes the weight and Wilbur gives it a push with his cane. Now as that weight comes down with the engine running a line fastened to the weight and extending out to the end of this rail and back to the airplane, the weight comes down, the line goes, line pulls, the airplane goes forward and into the air. The flights were made around the field. Orville had said that that was quite the smallest field he'd ever flown in. Of course down there to Kitty Hawk, they had all the Atlantic Seaboard and out in Ohio they had the whole flat state. But here they were limited on one side by a cemetery wall, not a very cheerful barrier. And then the horse stables for the artillery and cavalry over there on the right side as you see. Speed about 40 miles an hour, propeller RPMs about 350, similar to the airplane flown by Wilbur in France and in Italy. The method of landing was to reach overhead and pull a wire which stopped the compression of the engine and then you sort of skid on in to a landing. The duration flight was made as I say on the 27th of July. That was the flight which I saw. Lieutenant Frank P. Lomb was the passenger. They circled the field 79 and a half times at a maximum height of 150 feet. The official requirement was for the flight of an hour and this flight of one hour 12 minutes 37 and 1 5th seconds constituted a new world record with a passenger. For the speed test held on July 30, the passenger was Lieutenant Benjamin Falloy who had surveyed a five mile course extending from Fort Meyer to Alexandria, Virginia. The rights hoped to attain as much speed as possible above the required 40 miles per hour because they were to receive a bonus of 10% for each mile above that speed. There was a quartering wind which reduced the airspeed in both directions. A balloon marker was raised above the turning point in Alexandria. The line for this balloon was tied to a large rock. That rock was the cornerstone of the National Masonic Memorial on top of Shooters Hill. Today, the monument forms a turning point for airplanes coming into land at the Washington National Airport. The speed attained in the official test on April 30 of 1909 was a trifle more than 42 and a half miles per hour. The signal cord did not allow for the fraction and on the basis of the original contract price of $25,000, the brothers received an extra $5,000. By the middle of August, Orville was a board ship for Europe. There he gave demonstrations in Germany to officials of the German government. He carried passengers, gave instructions to several army officers. On October 2, his passenger was the Crown Prince. On October 15, he flew before Kaiser Wilhelm, who may well have been thinking how such a mechanism might be used in warfare, anticipating World War I, which began five years later. Meanwhile, the Hudson Fulton Exposition opened in New York City, commemorating the trips up the river by Hendrik Hudson in 1607 and Fulton two centuries later. A modern contrast was to be demonstrations of an airplane over the river at Manhattan. Governor's Island was the takeoff area and in this hangar, Wilbur assembled his airplane. Here he is adjusting one of the propellers. Because he was to fly above the water and wanted some way of floating in the event of an engine failure, he fastened a canoe between the skids. The airplane was towed out to the launching rail by a detail of soldiers from the Army Post. On September 29, Wilbur made a spectacular flight around the Statue of Liberty. And on October 4, now there's that Statue of Liberty picture. That's faked, obviously, because I couldn't find one with a canoe in it. But I assure you, he carried the canoe on the official flight. The route that was the most famous of those flights there at Manhattan is shown in this slide. The route extended from Governor's Island above the river as far as Grant's Tomb in Upper Manhattan and return. The view of the airplane in flight that you see here was made by a passenger on a ferryboat. Here the skyline of skyscrapers forms the background and here is the return flight. More than a million New Yorkers thus got their first view of an airplane flying. The distance over the water was 21 miles. Wilbur had planned a flight over the city itself, but a cylinder head damage canceled further demonstrations there. One of the stipulations of the contract with the Signal Corps was that two Army officers were to be taught to fly. The drill field at Fort Meyer was too small for such training and Lieutenant Lahm had found a larger, more suitable area at College Park, Maryland, about 10 miles north of Fort Meyer. A temporary hangar was built there and Wilbur arrived October 5. Lahm and Folloy, who had been passengers for the official flights at Fort Meyer, were designated to receive instruction. But Folloy was sent to Europe to attend an International Congress of Aeronautics at Nancy, France. So Second Lieutenant Frederick E. Humphries of the Corps of Engineers was chosen alternate. Here Wilbur is checking the engine and here he is with Lahm standing in front and the taller Humphries at the right. Their instruction began October 5. October 8, I should say, with training periods of about five minutes each. The pupils were taught how to start the engine by pulling down on the outer blades of the propellers. Both students made good progress and on October 26 each soloed. Humphry first for 13 minutes followed by Lahm for 40 minutes. Thereafter the flights of both students were to increase their skill and confidence. Lieutenant Folloy returned from France to College Park on April 20 hoping to receive training. He had three instruction flights from Wilbur and several more from Humphries but did not solo at that time. A flight on October 27 is particularly noteworthy. Early that morning Mrs. Ralph Van Diemen, a friend of Catherine Wright, was taken for a flight by Wilbur. She thus became the first woman in America to fly in an airplane. On November 3, Lahm carried his first passenger, a close friend, Lieutenant George Cooke-Sweet, who thus became the first United States Naval Officer to fly in a heavier than aircraft. Two days later, during a turn in the air, the left wing struck the ground and there was some damage caused so the flights at College Park ended at that time. Now in the peculiar way that the War Department of those days acted and the Defense Department of today sometimes does, the decision was made that Lahm should go back to the cavalry and Humphry should go back to the engineers and Benny Folloy who hadn't sold it at all was told to take the airplane to Texas and teach himself to fly and use it in connection with the artillery and cavalry and infantry there. On route he stopped off at Chicago to assemble the airplane during an electrical exposition. Incidentally radio was installed in it and that was the first installation I've heard of radio in an airplane. Then he went on down to Fort Sam Houston. The airplane was assembled there. By the end of February the airplane was ready for test. The catapult tower and the track lead out. Lieutenant Folloy made his first flight there on March 2. This was also his first solo and lasted seven and a half minutes. It was followed by three other flights of 11 21 and 15 minutes but on the last flight engine failure forced him to glide down.  As he described the experience he said he made his first solo takeoff his first solo flight his first landing and his first crack up all the same day. He had competent help in his group of enlisted men. Here they are the entire United States Air Force of 1910. Oh jeans Simmons was in this group was the first civilian airplane mechanic for the Army. He's the chap in the shirt sleeves there in the back row over at your left. We have him to thank for two of these pictures including this one showing the wheels which under Lieutenant Folloy direction Simmons contrived so as to eliminate the use of the catapult tower and rail which was required to be relayed every time the wind changed direction. At about the same time July of 1910 the Wright brothers were conducting similar experiments with wheels the first public use being at the Asbury Park New Jersey flight demonstrations in August. During this period Congress had not appropriated any money for operation of the airplane unit and often it was kept in service only by ingenious and economical repairs accomplished by the hangar crew. Gasoline was sometimes purchased out of Folloy own salary. To help with this awkward situation Robert J. Collier who had been the first person to buy an airplane from the Wright brothers and who was then president of the Aero Club of America generously lent his airplane to the Army. Mr. Collier is ever remembered for his donation of the trophy now named for him which is awarded annually by the National Aeronautics Association for the greatest achievement in aeronautics or astronautics the value of which has been demonstrated by a year of practical use. The Collier airplane differed from the Sigma Corps number one airplane in the location of its elevator and in the method of control. Here it is with its handling crew the Wright company sent one of its commercial pilots Philip Parmily to assist Lieutenant Folloy in adjusting to the new machine. On one occasion Folloy was forced to make a landing on a company street and how he missed the tent of Captain Douglas MacArthur later the renowned general hero of both World Wars and the Korean War. In 1911 the Army decided to send old number one back to the Wright factory for a general overhaul and the incorporation of features which have been developed since its original manufacture. But meanwhile at the Smithsonian they had been trying to obtain an example of the Wright airplane for exhibition in the National Museum. Because the original Wright flyer of 1903 had not been repaired following its damage by the wind after its fourth flight on December 17, 1903 and because the Wright military flyer was already government property and had acquired notable individual fame the decision was reached by the Army to transfer it to the museum. There it can be seen today unchanged since its original installation. The Wright factory established in 1909 in Dayton Ohio was by this time very active in the production of airplanes. In the wood shop selected ash was cut to size and length for the spars and choice straight grain spruce was sawn and planed into strips and blocks to form the ribs. An interlonger piece from which the struts and braces and outer booms were formed. The wings were sewn at first from muslin but by late 1910 a rubberized cotton was found to be impermeable to air and resistant to dampness. At first the wing covering was single surface with sleeves for the ribs but by 1911 the wings were double surfaced. The fabric was applied diagonally to give extra bracing against twisting. The Wrights designed and made the engines for their airplanes the type used in 1910-11 having four upright cylinders developing about 30 horsepower. The type A airplane with the elevator in front had by this time been replaced by the type B. Its elevator was at the rear and better stabilization resulted. Here is a type B being assembled on the shop floor. Also in 1910 and continuing throughout the period of the Wright company until 1916 schools were established in Dayton in Montgomery, Alabama during the winter months and on Long Island. The first student to solo was Walter Brookings who continued to be one of the most skillful of the Wright pilots. This ground trainer was used for equating the students with the manipulation of the controls for directional steering, climb and descent and lateral balance. This shows the extent to which the wings could be warped in order to bank the airplane that is to raise one wing high when making a turn to prevent skidding outward. Warping was also used to restore balance. Meanwhile by mid-summer of 1909 a remarkable demonstration occurred which drew the attention of the world momentary at least away from the accomplishments of the Wright brothers. The flight of Louis Blairiot of France in an airplane of his own design from France to England showed that other persons and other nations were mastering the art and science of flight. This flight also demonstrated that the monoplane or single winged airplane had individual merit distinctive from the biplane winged engines of the Wrights. Toward the end of the next month pilots from all over the world were gathering at Roms France for the international aviation events. America was represented by Glenn Curtis, another great man of whom I will tell you later. The Wright brothers could not participate because they were busy with their military contracts but they were represented by some whom they had taught to fly. Now Curtis won that international speed event on the 29th of August. His speed the fastest of all was 27 or 47 miles an hour but because he had won that event America became the host for the next year and this is the airplane the Wright brothers built to compete for the James Gordon-Bennett race of 1910. As we resume our story with the next section of this story of the Wright brothers I'll tell you more about this airplane and then carry on.


Many of us, I agree, even me, yes, I thought we were going to do much better than Wa Lungu, but in everything in Kashiyanninga na tini pitemo, na na tini tapo kupenda wida, fimo e fintu ifi, inewewa wali depo nukufu lula. Pa nonjike, efor example, nalewa ti Wa Lungu wali injikata, 8 days, Wa Lungu wa njike, iti Wa Lungu wali teka, not Wa Lungu to say specifically, but iti Wa Lungu wali teka, I was arrested twice, but numbu po pa echechi wa eishire, ya kutatares ala wali furula, pa nonjike, wali iikata 5 times. Aka namba 6, owa eishirem pususha, nilo ya wanjima kebizuru, ewa eishirem pususha, nalewa inewewa wali fiantire, so nga dependa 6 times, but opo wa eishirewa, aka ine ichirema, wali iikata 5 times, 5 times, mune ine 1 year, Wa Lungu mune 7 years, wali iikata pwemi kwinga, iwi li, ababa aka ine ichirema wa eisha 5 times wanjikata, wumi wushiku nima kebizuru wa eishirem pukururaku. So that is in terms of, when you look at in terms of governance, is not doing better, because we thought that President Edgar Lungu was not doing well in terms of governance, but wa aka ine ichirema, it is waist off. Ero te ine neika, nga wa 2 kongken kashiyandi, wei engi owa iikata, shino inshiku kunga tuwa kumakoti, kwa wakua tini kuchipatara, filia bantunga muna instaia ati vizitinga muna kuchipatara, muna filia bantua pusana, bambi bada ingiraban, bada efo kwa wakua kumakoti noma. So I wanted to ask, so the reasons for you being arrested and the others that you mentioned, nawe noba iikata, are they for the same reason, nama reasons that are pusana, were you, the same reasons where you were arrested, nushti aia pia, are they the same reasons you are also arrested? In the UPND regime. Ine engi kashiyandi, uule manaku wa tewa wa fe vunga, vumo, bada uule manaku wa tewa banjikatirapu, echo banjikatirapu ini kanoa fe, why am I arrested?  I'm challenging the UPND leadership and those that are in government that can you clarify on the issues that I'm talking about. For example, I've already spoken about the issue of good governance that this government is failing big time in terms of good governance and I am a victim of their bad governance or what I actually call dictatorship. I have been arrested five times and of all these times it is all about what I've said and all the cases that they have arrested me for, they have never gone to court. I am in court today. Pa rika kesi, aka fuma, kurimu pa shi, mu pa shi uwi, kurimu pa shi uwi, not that aka rich tike, but kafuma kurimu pa shi uwi, aka asot. Eko wai katirira, wai katirira, kuati ni nama, ni nama, kuati ka nama ka na ka fienteme, mumeno. Eko we katirire, hati yo alitita asotimu kashana. Eria shiri haba mu kutu, but all these other cases, they have never taken them to court. Apart from that, I can have told you, there are a number of people who have been arrested. All those politicians, bada mumfu akwa tiba lalanda, bada wonsi mumfu akwa nakachinda, bada gbm, bada nani, bada mumfu wonsi bada wakwata kufi akarishina, bada mukoti. Eh? Bada mukoti. But, bada yuwa, we are fighting corruption. We are fighting corruption, but muli government here away, epo wai shira, ni nani wai katapu kuleba tiyo kuli corruption.   So, in terms of, in terms of good governance, in short, my dear sister, I want to take, you know, a sector by, ehm, facets by facets. So the first thing that I'm talking about is in terms of good governance, because good governance is very important when you want to talk about who investors, kuna na mukwata iina ni kani maini murifu o kustishi e KCM. For investors to come in KCM, they must be able to make sure that the government that is, you know, so pretending on the affairs of the country is following good governance, tabalechi tefi into mufun tuungu ngefilechi tika, because Nalanda, in terms of amarest, if you good governance, I want to feel ya. But let's look at also the businesses. In Kashiandi, a lot of businessmen, in this country, businessmen and women, they have cases in court, they have fabricated cases for them. Now, their companies are closed, their accounts have frozen, they have freeze their accounts. So that is not very good, because now an investor is thinking to say, wuxhengana hachita investi, muzambia, nachita investi mukesiem, wuxhengarama shandi, will it be safe? Will my money, will my investment be safe? If he's seeing that other big investors are being victimized by the current government, that it has a repercation, e filafina nombapani, because ama investors nga waleisa, ero na njito shi tashani, shimoneka, nombangata waleisa ama investors, takube njito, echono njito takube njito, because these people, they are not doing well in terms of good governance.  That is not good for our country. It has an effect on us. And what is the effect? The effect is that avantu tawakwa dama jito, avantu tawakwa dama businesses, and at the end of the day, they won't have money. And if they don't have money, those people baharam boku lachura, epo nji shire na chirombo wali mukashana, pa Facebook, ukulombo wali na papa, tamave na chingola, njiteni koku wali, tapadi naun tu meneko foni kwa tinseni koku wali, mulandu mulinsana. Nombapatu anuna pi, andi pwa ilim kashanda, my number is all over. So in terms of good governance, we are not doing very well. And then, the other issue that I can talk about, it's the issue of the economy. The issue of the economy, when we are talking about the economy, we are basically looking at wuno ishi wa chalo, wuso wuno ishi wa chalo, wu teko wudi po, wule wusunga shani, wule wutungi li la shani, ukwe wati chiramuntu na ua, akwate mu, ubu kumu. How is the economy of this country being looked after? Our friends, since they came into power, they have done so bad. They have done so bad. Number one, like I said, I've already touched a bit on, in terms of creating employment. Okay, so maybe before you go on, are we saying if we have to compare economy before, say UPND, is there a difference? Or because if I recall, I think one of the things that people, the change that people really wanted also was the notice that economy ariambara okubi pafu. If we compare, yes, it's that one's economy is worse than the other one. Absolutely. Why push a wheel? It's about changes. It's about changes. Why people change from PF to UPND? They thought the governance of President Edgachagualungu was terrible. That is what we all thought. And we looked at what kind of income we had in the past. What kind of income we had in the past was the business that we had in the economy that we had in the past. That we had in the past that we had in the past such that we had in the past that we had in the past Is that so? Isn't that so? Thank you. Is that so? SHOULD WE BE QUACHED? junior FETE LIZER FETE LIZER FETE LIZER FETE LIZER toa isa, toa isa pune na mwatawe I think we want to na kwa ta na kwa ta data na ishbo foa lechita But where we are now na ngu dimo mwabantimaneba tiyo Tehari shanshan wa limpata echechi yo shanshan Nga toa titu kong kefe Fintu fefo filife Wushere elo Uhunga budi pari shinga Wa lungu, wa lungu Wa edigecha gwa lungu Neisa reva para konsoko bani Idio tabalafu ma panu Idio tabalafu ma pabu teku Uhunga toa lechita pari 1.30 Elo toa lechisha na tibali tibali 1.30 Wa dula Nombale lu kuno nishingo wunga Makamaka imwebe nimweba para mine kuno Na manesuba so da uku Mulehaka na pakati Uhunga na wudula kuno kuno kuno Kuno kuno kuno kuchingola But on average I would say Uhunga wulechiti kwa pari 2.40 On average you know No more years na wu tepaku Wa shinga tibali 1.90 Kumbi wakala 200 So that's what I'm saying The average about 200 Now So if you compare that Naungu fiat tapasoswa naungu fiat Wa liba temo wa aka hindi ichi Wa liba fuira Kwa tini Nikali aka nachi sotue Aka ichi Aka nachi sungu Wa limu temu ishomuana kashulu Wushere 1.30 na 200 Wushere na feeling gana Wushere yawama Pa pari 1.30 na 200 Ni isa Ero wala isa umfawanda wa isa asukati Yo Efumuleh estro wunga pa pari 200 Pantu wu teko bwari ona ikesana Wu wu teko bwari ona ikesana But mware wokobati Ni gana isa isan Kesa isa pa pari iteku wacha So chashu pasha ni Kanoa kenu kalan dire Fila ofien mwa pangile Eh? Nende randa ine panonefi on danda Pukonso konja I don't talk about something from nowhere I talk about What these people actually Promised us And now it is 200 So which one is better When you talk about fuel Wa haka in de ichirema Clearly said it now Imi awkama ni sell Fuel At 10 kwacha Nga yashu pasaana Nga kwati ya kwela Ta kachere pa idofu kwacha Efumuleh wa haka in de ichirema E lo fuel iripali shinga 26,28 kwacha And by the way Uyumua alaisa Uyumua isu alaisa Uyumua kawala isa Fuel wala lunda Pant dola naia pamulu Ero kaviri Bale fumiyako Yino wa lungu wali wiki reko Wali fumisha eko tax Eh? Firianga mule leta Amafutamuchalo Yara kwata tax So wa lungu wali fumisha eko iretax Kwa bati Bachi teko kushu No kuchu na kuavandu Nomba Awa wa nesu wa isapua wa Awa wali ampanana wa IMAF Ba IMAF wali weba tii Mukafumiyako ama taxe zia So bane fumiyako Ero nga wa fumiyako Ireko irangayako Yara alatika shupa So fuel Is expensive as it is But we expect it to go even higher Let's talk about In terms of Agriculture In terms of agriculture Agriculture iribad Eh? Namu fumafu Wali akana fataliza Muli tumeda Muli tumeda Now, agriculture Unomu chalo Avantua bengibama na kuwaja Awa wumbama ofises eba fula Awa fula muli chino chalo Ni wa fuma Pantu Toa rikuwa tempanga Toa rikuwa tanomu shiri usuma So avantua bengibala ni ma So over 50% About 52% over people They depend on agriculture And the government That cares for this country Or that knows what it is doing It is supposed to focus on agriculture Unfortunate if it is not Tika kunomka Muli chino chalo Awa waka nda ichile mabai shira Avantua lefura muli tumeda If in the land, fishing Namu bengibama na fila nda Ndirokuwati Baka e semairo Baka e selanda nga chakua nda Wufu nda e wepa Because Namu bengibama na waka nda Ichile mabai kuna Ndi kukalomo Andu kalomo bale Waka ndu kuwati Ndi iwa zafetraiza Eh? You are taking six bags Avantua bale senda six bags Avantu If it is nda ichile nda Yako wati Bade muli, for example Bade muli Eh? What is this?