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1 made the aircraft airborne
Англо-русский словарь по авиации > made the aircraft airborne
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2 aircraft observation
The evaluation of one or more meteorological elements made from an aircraft in flight.(AN 3; PANS-ATM)Oцeнкa oднoгo или нeскoльких мeтeoрoлoгичeских элeмeнтoв, прoизвeдённaя нa бoрту вoздушнoгo суднa, нaхoдящeгoся в пoлётe.International Civil Aviation Vocabulary (English-Russian) > aircraft observation
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3 track made good
Авиация: фактический трэк (Track is the aircraft's path over the ground.) -
4 American-made aircraft
Военный термин: самолёт американского производстваУниверсальный англо-русский словарь > American-made aircraft
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5 airborne
1. a находящийся, установленный на борту самолёта; бортовой; самолётный2. a авиационный, самолётный3. a воен. воздушно-десантный4. a воен. запускаемый в воздухеairborne aircraft — воздушное судно, находящееся в воздухе
5. a воен. воздушного базирования6. a воен. оторвавшийся от земли, находящийся в воздухе, в полёте; взлетевший7. a воен. переносимый по воздухуСинонимический ряд:propelled through the air (adj.) blowing in the wind; capable of flight; floating on air; flying; gliding; in flight; moving on air; propelled through the air; soaring -
6 loop
lu:p
1. noun1) (a doubled-over part of a piece of rope, chain etc: She made a loop in the string.) lazo2) (a U-shaped bend in a river etc.) meandro, recodo3) (IUD; a contraceptive device used by women.) DIU
2. verb(to fasten with, or form into, a loop or loops: He looped the rope round a post.) formar un lazotr[lʊːp]1 (in string etc) lazo3 (made by aircraft) rizo4 SMALLCOMPUTING/SMALL bucle nombre masculino1 pasar1 formar un lazo\SMALLIDIOMATIC EXPRESSION/SMALLto loop the loop rizar el rizoloop ['lu:p] vt1) : hacer lazadas con2)to loop around : pasar alrededor deloop vi1) : rizar el rizo (dícese de un avión)2) : serpentear (dícese de una carretera)loop n1) : lazada f (en hilo o cuerda)2) bend: curva f3) circuit: circuito m cerrado4) : rizo m (en la aviación)to loop the loop: rizar el rizon.• bucle (Informática) s.m.• bucle s.m.• capotaje s.m.• circuito cerrado s.m.• curva s.f.• lazo s.m.• presilla s.f.• rizo s.m.• vuelta s.f.v.• hacer bucles v.luːp
I
1)b) (in string, cable) lazada fc) ( in sewing) presilla fd) ( Aviat)to loop the loop — rizar* el rizo
2)a) ( circuit) circuito m cerrado, lazo mb) ( Comput) bucle m
II
1.
2.
vi \<\<road\>\> serpentear[luːp]1. N1) (in string, ribbon) lazo m, lazada f ; (Naut) gaza f ; (=bend) curva f, recodo mto knock sb for a loop — (US) * dejar a algn pasmado
2) (Comput) bucle m3) (Elec) circuito m cerrado4) (=informed group)5) (Sew) presilla f6) (Aer) rizo mto loop the loop — hacer el rizo, rizar el rizo
2.VT3.VI [rope, ribbon, cable] formar un lazo; [line, road] serpentear4.CPDloop line N — (Rail) desviación f
* * *[luːp]
I
1)b) (in string, cable) lazada fc) ( in sewing) presilla fd) ( Aviat)to loop the loop — rizar* el rizo
2)a) ( circuit) circuito m cerrado, lazo mb) ( Comput) bucle m
II
1.
2.
vi \<\<road\>\> serpentear -
7 Blériot, Louis
SUBJECT AREA: Aerospace[br]b. 1 July 1872 Cambrai, Franced. 2 August 1936 Paris, France[br]French aircraft manufacturer and pilot who in 1909 made the first flight across the English Channel in an aeroplane.[br]Having made a fortune with his patented automobile lamp, Blériot started experimenting with model aircraft in about 1900. He tried a flapping-wing layout which, surprisingly, did fly, but a full-size version was a failure. Blériot tried out a wide variety of designs: a biplane float-glider built with Gabriel Voisin; a powered float-plane with ellipsoidal biplane wings; a canard (tail-first) monoplane; a tandem monoplane; and in 1907 a monoplane of conventional layout. This last was not an immediate success, but it led to the Type XI in which Blériot made history by flying from France to England on 25 July 1909.Without a doubt, Blériot was an accomplished pilot and a successful manufacturer of aircraft, but he sometimes employed others as designers (a fact not made known at the time). It is now accepted that much of the credit for the design of the Type XI should go to Raymond Saulnier, who later made his name with the Morane-Saulnier Company.Blériot-Aéronautique became one of the leading manufacturers of aircraft and by the outbreak of war in 1914 some eight hundred aircraft had been produced. By 1918, aircraft were being built at the rate of eighteen per day. The Blériot company continued to produce aircraft until it was nationalized in 1937.[br]Principal Honours and DistinctionsCommandeur de la Légion d'honneur. Daily Mail £1,000 prize for the first cross-Channel aeroplane flight.Further ReadingC.H.Gibbs-Smith, 1965, The Invention of the Aeroplane 1799–1909, London (contains a list of all Blériot's early aircraft).J.Stroud, 1966, European Transport Aircraft since 1920, London (for information about Blériot's later aircraft).For information relating to the cross-Channel flight, see: C.Fontaine, 1913, Comment Blériota traversé la, Manche, Paris.T.D.Crouch, 1982, Blériot XI, the Story of a Classic Aircraft, Washington, DC: National Air \& Space Museum.JDS -
8 Heinkel, Ernst
[br]b. 24 January 1888 Grünbach, Remstal, Germanyd. 30 January 1958 Stuttgart, Germany[br]German aeroplane designer who was responsible for the first jet aeroplane to fly.[br]The son of a coppersmith, as a young man Ernst Heinkel was much affected by seeing the Zeppelin LZ 4 crash and burn out at Echterdringen, near Stuttgart. After studying engineering, in 1910 he designed his first aeroplane, but it crashed; he was more successful the following year when he made a flight in it, with an engine on hire from the Daimler company. After a period working for a firm near Munich and for LVG at Johannisthal, near Berlin, he moved to the Albatros Company of Berlin with a monthly salary of 425 marks. In May 1913 he moved to Lake Constance to work on the design of sea-planes and in May 1914 he moved again, this time to the Brandenburg Company, where he remained as a designer until 1922, when he founded his own company, Ernst Heinkel Flugzeugwerke. Following the First World War, German companies were not allowed to build military aircraft, which was frustrating for Heinkel whose main interest was high-speed aircraft. His sleek He 70 airliner, built for Lufthansa, was designed to carry four passengers at high speeds: indeed it broke many records in 1933. Lufthansa decided it needed a larger version capable of carrying ten passengers, so Heinkel produced his most famous aeroplane, the He 111. Although it was designed as a twin-engined airliner on the surface, secretly Heinkel was producing a bomber. The airliner version first flew on Lufthansa routes in 1936, and by 1939 almost 1,000 bombers were in service with the Luftwaffe. A larger four-engined bomber, the He 177, ran into development problems and it did not see service until late in the Second World War. Heinkel's quest for speed led to the He 176 rocket-powered research aeroplane which flew on 20 June 1939, but Hitler and Goering were not impressed. The He 178, with Dr Hans von Ohain's jet engine, made its historic first flight a few weeks later on 27 August 1939; this was almost two years before the maiden flight in Britain of the Gloster E 28/39, powered by Whittle's jet engine. This project was a private venture by Heinkel and was carried out in great secrecy, so the world's first jet aircraft went almost unnoticed. Heinkel's jet fighters, the He 280 and the He 162, were never fully operational. After the war, Heinkel in 1950 set up a new company which made bicycles, motor cycles and "bubble" cars.[br]Bibliography1956, He 1000, trans. M.Savill, London: Hutchinson (the English edition of his autobiography).Further ReadingJ.Stroud, 1966, European Transport Aircraft since 1910, London.Jane's Fighting Aircraft of World War II, London: Jane's; reprinted 1989.P. St J.Turner, 1970, Heinkel: An Aircraft Album, London.H.J.Nowarra, 1975, Heinkel und seine Flugzeuge, Munich (a comprehensive record of his aircraft).JDS / IMcN -
9 Fokker, Anthony Herman Gerard
SUBJECT AREA: Aerospace[br]b. 6 April 1890 Kediri, Java, Dutch East Indies (now Indonesia)d. 23 December 1939 New York, USA[br]Dutch designer of German fighter aircraft during the First World War and of many successful airliners during the 1920s and 1930s.[br]Anthony Fokker was born in Java, where his Dutch father had a coffee plantation. The family returned to the Netherlands and, after schooling, young Anthony went to Germany to study aeronautics. With the aid of a friend he built his first aeroplane, the Spin, in 1910: this was a monoplane capable of short hops. By 1911 Fokker had improved the Spin and gained a pilot's licence. In 1912 he set up a company called Fokker Aeroplanbau at Johannistal, outside Berlin, and a series of monoplanes followed.When war broke out in 1914 Fokker offered his designs to both sides, and the Germans accepted them. His E I monoplane of 1915 caused a sensation with its manoeuvrability and forward-firing machine gun. Fokker and his collaborators improved on the French deflector system introduced by Raymond Saulnier by fitting an interrupter gear which synchronized the machine gun to fire between the blades of the rotating propeller. The Fokker Dr I triplane and D VII biplane were also outstanding German fighters of the First World War. Fokker's designs were often the work of an employee who received little credit: nevertheless, Fokker was a gifted pilot and a great organizer. After the war, Fokker moved back to the Netherlands and set up the Fokker Aircraft Works in Amsterdam. In 1922, however, he emigrated to the USA and established the Atlantic Aircraft Corporation in New Jersey. His first significant success there came the following year when one of his T-2 monoplanes became the first aircraft to fly non-stop across the USA, from New York to San Diego. He developed a series of civil aircraft using the well-proven method of construction he used for his fighters: fuselages made from steel tubes and thick, robust wooden wings. Of these, probably the most famous was the F VII/3m, a high-wing monoplane with three engines and capable of carrying about ten passengers. From 1925 the F VII/3m airliner was used worldwide and made many record-breaking flights, such as Lieutenant-Commander Richard Byrd's first flight over the North Pole in 1926 and Charles Kingsford-Smith's first transpacific flight in 1928. By this time Fokker had lost interest in military aircraft and had begun to see flight as a means of speeding up global communications and bringing people together. His last years were spent in realizing this dream, and this was reflected in his concentration on the design and production of passenger aircraft.[br]Principal Honours and DistinctionsRoyal Netherlands Aeronautical Society Gold Medal 1932.Bibliography1931, The Flying Dutchman: The Life of Anthony Fokker, London: Routledge \& Sons (an interesting, if rather biased, autobiography).Further ReadingA.R.Weyl, 1965, Fokker: The Creative Years, London; reprinted 1988 (a very detailed account of Fokker's early work).Thijs Postma, 1979, Fokker: Aircraft Builders to the World, Holland; 1980, English edn, London (a well-illustrated history of Fokker and the company).Henri Hegener, 1961, Fokker: The Man and His Aircraft, Letchworth, Herts.JDS / CMBiographical history of technology > Fokker, Anthony Herman Gerard
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10 Johnson, Clarence Leonard (Kelly)
SUBJECT AREA: Aerospace[br]b. 27 February 1910 Michigan, USAd. 21 December 1990 Burbank County, California, USA[br]American aircraft designer responsible for many outstanding Lockheed aircraft over a period of almost forty-eight years.[br]The large and successful Lockheed Aircraft Corporation grew out of a small company founded by Allan and Malcolm Loughhead (pronounced "Lockheed") in 1913. The company employed many notable designers such as Jack Northrop, Jerry Vultee and Lloyd Stearman, but the most productive was "Kelly" Johnson. After studying aeronautical engineering at the University of Michigan, Johnson joined Lockheed in 1933 and gained experience in all the branches of the design department. By 1938 he had been appointed Chief Research Engineer and became involved with the design of the P-38 Lightning twin-boom fighter and the Constellation airliner. In 1943 he set up a super-secret research and development organization called Advanced Development Projects, but this soon became known as the "Skunk Works": the name came from a very mysterious factory which made potions from skunks in the popular comic strip Li'lAbner. The first aircraft designed and built by Johnson's small hand-picked team was the XP-80 Shooting Star prototype jet fighter, which was produced in just 143 days: it became the United States' first production jet fighter. At this stage the Skunk Works produced a prototype, then the main Lockheed factories took over the production run. The F-104 Starfighter and the C-130 Hercules transport were produced in this way and became widely used in many countries. In 1954 work began on the U-2 reconnaissance aircraft which was so secret that production was carried out within the Skunk Works. This made the headlines in 1960 when one was shot down over Russia. Probably the most outstanding of Johnson's designs was the SR-71 Blackbird of 1964, a reconnaissance aircraft capable of flying at Mach 3 (three times the speed of sound). Johnson was not only a great designer, he was also an outstanding manager, and his methods—including his "14 Rules"—have been widely followed. He retired from the Lockheed board in 1980, having been involved in the design of some forty aircraft.[br]Principal Honours and DistinctionsNational Medal of Freedom (the highest United States award for a civilian) 1964.Further ReadingObituary, 1991, Aerospace (Royal Aeronautical Society) (March).B.R.Rich, 1989, "The Skunk Works" management style: it's no secret', Aerospace (Royal Aeronautical Society) (March) (Rich was Johnson's successor).Details of Lockheed aircraft can be found in several publications, e.g.: R.J.Francillon, 1982, Lockheed Aircraft since 1913, London.JDSBiographical history of technology > Johnson, Clarence Leonard (Kelly)
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11 Martin, Sir James
SUBJECT AREA: Aerospace[br]b. 1893 Co. Down, Northern Irelandd. 5 January 1981 England[br]Irish military aircraft engineer, inventor of the ejector seat.[br]Martin acquired a general knowledge of engineering as an industrial worker in Belfast. In 1929 he established the Martin Aircraft Company, which was merged five years later with another concern to form the Martin-Baker Aircraft Company at Denham, Buckinghamshire. They became known for designing and constructing efficient, lightweight military aircraft, and Martin supervised personally every aspect of the work of his factory. During the Second World War they developed a number of aircraft weapons, including an explosive device carried on a bomber's wings for cutting the cables of barrage balloons, the flat-feed system for the 20 mm Hispano cannon used on British fighter planes and the twelve-gun pack mounted in the nose of the Havoc night fighter. Martin began devising means of rapid escape from a disabled fighter plane. First came a quick-release canopy for the Spitfire, followed by an improved form sliding on guides set in the fuselage. Then came the Martin-Baker seat, which ejected the pilot from his plane by an explosive charge. Ground tests were made to determine the rates of acceleration that could be tolerated by the pilot, and the first test in the air with a pilot took place in July 1946 at a speed of 320 mph (515 km/h) and an altitude of 8,000 ft (2,400 m). Its first use in a genuine emergency was in May 1949.After the Second World War, the firm specialized in making components, particularly the ejector seat, rather than complete aircraft. The higher speeds and altitudes of supersonic jet aircraft made it necessary to modify the ejector seat: a device to hold the pilot's legs together, to prevent their being broken, was incorporated. In addition, with the Institute of Aviation Medicine, Martin developed a face blind to prevent skin damage at low temperatures. Another modification was to allow the seat to fall freely for the first 10,000 ft (3,000 m) to enable the pilot to reach breathable air more quickly; in October 1959 a successful demonstration took place at 1,250 mph (2,000 km/h) and 40,000 ft (12,000 m) altitude. During the inventor's lifetime, it is estimated that his ejector seat saved the lives of some 4,700 airmen.[br]Principal Honours and DistinctionsKnighted 1965. Barbour Air Safety Award 1958. Cumberbatch Air Safety Trophy 1959. Royal Aero Club Gold Medal 1964.Further ReadingObituary, 1981, The Times.LRD -
12 Handley Page, Sir Frederick
SUBJECT AREA: Aerospace[br]b. 15 November 1885 Cheltenham, Englandd. 21 April 1962 London, England[br]English aviation pioneer, specialist in large aircraft and developer of the slotted wing for safer slow flying.[br]Frederick Handley Page trained as an electrical engineer but soon turned his attention to the more exciting world of aeronautics. He started by manufacturing propellers for aeroplanes and airships, and then in 1909 he founded a public company. His first aeroplane, the Bluebird, was not a success, but an improved version flew well. It was known as the "Yellow Peril" because of its yellow doped finish and made a notable flight across London from Barking to Brooklands. In 1910 Handley Page became one of the first college lecturers in aeronautical engineering. During the First World War Handley Page concentrated on the production of large bombers. The 0/100 was a biplane with a wing span of 100 ft (30 m) and powered by two engines: it entered service in 1916. In 1918 an improved version, the 0/400, entered service and a larger four-engined bomber made its first flight. This was the V/1500, which was designed to bomb Berlin, but the war ended before this raid took place. After the war, Handley Page turned his attention to airline operations with the great advantage of having at his disposal large bombers which could be adapted to carry passengers. Handley Page Air Transport Ltd was formed in 1919 and provided services to several European cities. Eventually this company became part of Imperial Airways, but Handley Page continued to supply them with large airliners. Probably the most famous was the majestic HP 42 four-engined biplane, which set very high standards of comfort and safety. Safety was always important to Handley Page and in 1920 he developed a wing with a slot along the leading edge: this made slow flying safer by delaying the stall. Later versions used separate aerofoil-shaped slats on the leading edge that were sometimes fixed, sometimes retractable. The HP 42 was fitted with these slats. From the 1930s Handley Page produced a series of bombers, such as the Heyford, Hampden, Harrow and, most famous of all, the Halifax, which played a major role in the Second World War. Then followed the Victor V-bomber of 1952 with its distinctive "crescent" wing and high tailplane. Sir Frederick's last venture was the Herald short-haul airliner of 1955; designed to replace the ubiquitous Douglas DC-3, it was only a limited success.[br]Principal Honours and DistinctionsKnighted 1942. CBE 1918. Lord Lieutenant of the County of Middlesex 1956–60. Honorary Fellow of the Royal Aeronautical Society.Bibliography1950, "Towards slower and safer flying, improved take-off and landing and cheaper airports", Journal of the Royal Aeronautical Society.Further ReadingTwo accounts of Handley Page's life and work were published in the Journal of the Royal Aeronautical Society December 1962 and July 1964.D.C.Clayton, 1970, Handley Page: An Aircraft Album, London (for details of his aircraft).C.H.Barnes, 1976, Handley Page Aircraft since 1907, London.JDSBiographical history of technology > Handley Page, Sir Frederick
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13 Dunne, John William
SUBJECT AREA: Aerospace[br]b. 2 December 1875 Co. Kildare, Irelandd. 24 August 1949 Oxfordshire, England[br]Irish inventor who pioneered tailless aircraft designed to be inherently stable.[br]After serving in the British Army during the Boer War. Dunne returned home convinced that aeroplanes would be more suitable than balloons for reconnaissance work. He built models to test his ideas for a tailless design based on the winged seed of a Javanese climbing plant. In 1906 Dunne joined the staff of the Balloon Factory at Farnborough, where the Superintendent, Colonel J.E.Capper, was also interested in manned kites and aeroplanes. Since 1904 the colourful American "Colonel" S.F. Cody had been experimenting at Farnborough with manned kites, and in 1908 his "British Army Dirigible No. 1" made the first powered flight in Britain. Dunne's first swept-wing tailless glider was ready to fly in the spring of 1907, but it was deemed to be a military secret and flying it at Farnborough would be too public. Dunne, Colonel Capper and a team of army engineers took the glider to a remote site at Blair Atholl in Scotland for its test flights. It was not a great success, although it attracted snoopers, with the result that it was camouflaged. Powered versions made short hops in 1908, but then the War Office withdrew its support. Dunne and his associates set up a syndicate to continue the development of a new tailless aeroplane, the D 5; this was built by Short Brothers (see Short, Hugh Oswald) and flew successfully in 1910. It had combined elevators and ailerons on the wing tips (or elevons as they are now called when fitted to modern delta-winged aircraft). In 1913 an improved version of the D 5 was demonstrated in France, where the pilot left his cockpit and walked along the wing in flight. Dunne had proved his point and designed a stable aircraft, but his health was suffering and he retired. During the First World War, however, it was soon learned that military aircraft needed to be manoeuvrable rather than stable.[br]Bibliography1913, "The theory of the Dunne aeroplane", Journal of the Royal Aeronautical Society (April).After he left aviation, Dunne became well known for his writings on the nature of the universe and the interpretation of dreams. His best known-work was An ExperimentWith Time (1927; and reprints).Further ReadingP.B.Walker, 1971, Early Aviation at Farnborough, Vol. I, London; 1974, Vol. II (provides a detailed account of Dunne's early work; Vol. II is the more relevant).P.Lewis, 1962, British Air craft 1809–1914, London (for details of Dunne's aircraft).JDS -
14 de Havilland, Sir Geoffrey
SUBJECT AREA: Aerospace[br]b. 27 July 1882 High Wycombe, Buckinghamshire, Englandd. 21 May 1965 Stanmore, Middlesex, England[br]English designer of some eighty aircraft from 1909 onwards.[br]Geoffrey de Havilland started experimenting with aircraft and engines of his own design in 1908. In the following year, with the help of his friend Frank Hearle, he built and flew his first aircraft; it crashed on its first flight. The second aircraft used the same engine and made its first flight on 10 September 1910, and enabled de Havilland to teach himself to fly. From 1910 to 1914 he was employed at Farnborough, where in 1912 the Royal Aircraft Factory was established. As Chief Designer and Chief Test Pilot he was responsible for the BE 2, which was the first British military aircraft to land in France in 1914.In May 1914 de Havilland went to work for George Holt Thomas, whose Aircraft Manufacturing Company Ltd (Airco) of Hendon was expanding to design and build aircraft of its own design. However, because de Havilland was a member of the Royal Flying Corps Reserve, he had to report for duty when war broke out in August. His value as a designer was recognized and he was transferred back to Airco, where he designed eight aircraft in four years. Of these, the DH 2, DH 4, DH 5, DH 6 and DH 9 were produced in large numbers, and a modified DH 4A operated the first British cross- Channel air service in 1919.On 25 September 1920 de Havilland founded his own company, the De Havilland Aircraft Company Ltd, at Stag Lane near Edgware, London. During the 1920s and 1930s de Havilland concentrated on civil aircraft and produced the very successful Moth series of small biplanes and monoplanes, as well as the Dragon, Dragon Rapide, Albatross and Flamingo airliners. In 1930 a new site was acquired at Hatfield, Hertfordshire, and by 1934 a modern factory with a large airfield had been established. His Comet racer won the England-Australia air race in 1934 using de Havilland engines. By this time the company had established very successful engine and propeller divisions. The Comet used a wooden stressed-skin construction which de Havilland developed and used for one of the outstanding aircraft of the Second World War: the Mosquito. The de Havilland Engine Company started work on jet engines in 1941 and their Goblin engine powered the Vampire jet fighter first flown by Geoffrey de Havilland Jr in 1943. Unfortunately, Geoffrey Jr and his brother John were both killed in flying accidents. The Comet jet airliner first flew in 1949 and the Trident in 1962, although by 1959 the De Havilland Company had been absorbed into Hawker Siddeley Aviation.[br]Principal Honours and DistinctionsKnight Bachelor 1944. Order of Merit 1962. CBE 1934. Air Force Cross 1919. (A full list is contained in R.M.Clarkson's paper (see below)).Bibliography1961, Sky Fever, London; repub. 1979, Shrewsbury (autobiography).Further ReadingR.M.Clarkson, 1967, "Geoffrey de Havilland 1882–1965", Journal of the Royal Aeronautical Society (February) (a concise account of de Havilland, his achievements and honours).C.M.Sharp, 1960, D.H.—An Outline of de Havilland History, London (mostly a history of the company).A.J.Jackson, 1962, De Havilland Aircraft since 1915, London.JDSBiographical history of technology > de Havilland, Sir Geoffrey
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15 Messerschmitt, Willi E.
SUBJECT AREA: Aerospace[br]b. 26 June 1898 Frankfurt-am-Main, Germanyd. 17 September 1978 Munich, Germany[br]German aircraft designer noted for successful fighters such as the Bf 109, one of the world's most widely produced aircraft.[br]Messerschmitt studied engineering at the Munich Institute of Tchnology and obtained his degree in 1923. By 1926 he was Chief Designer at the Bayerische Flugzeugwerke in Augsburg. Due to the ban on military aircraft in Germany following the First World War, his early designs included gliders, light aircraft, and a series of high-wing airliners. He began to make a major impact on German aircraft design once Hitler came to power and threw off the shackles of the Treaty of Versailles, which so restricted Germany's armed forces. In 1932 he bought out the now-bankrupt Bayerische Flugzeugwerke, but initially, because of enmity between himself and the German aviation minister, was not invited to compete for an air force contract for a single-engined fighter. However, in 1934 Messerschmitt designed the Bf 108 Taifun, a small civil aircraft with a fighter-like appearance. This displayed the quality of his design and the German air ministry was forced to recognize him. As a result, he unveiled the famous Bf 109 fighter which first flew in August 1935; it was used during the Spanish Civil War in 1936–9, and was to become one of the foremost combat aircraft of the Second World War. In 1938, after several name changes, the company became Messerschmitt Aktien-Gesellschaft (and hence a change of prefix from Bf to Me). During April 1939 a Messerschmitt aircraft broke the world air-speed record at 755.14 km/h (469.32 mph): it was entered in the FAI records as a Bf 109R, but was more accurately a new design designated Me 209V-1.During the Second World War, the 5/70P was progressively improved, and eventually almost 35,000 were built. Other successful fighters followed, such as the twin-engined Me 110 which also served as a bomber and night fighter. The Messerschmitt Me 262 twin-engined jet fighter, the first jet aircraft in the world to enter service, flew during the early years of the war, but it was never given a high priority by the High Command and only a small number were in service when the war ended. Another revolutionary Messerschmitt AG design was the Me 163 Komet, the concept of Professor Alexander Lippisch who had joined Messerschmitt's company in 1939; this was the first rocket-propelled fighter to enter service. It was a small tailless design capable of 880 km/hr (550 mph), but its duration under power was only about 10 minutes and it was very dangerous to fly. From late 1944 onwards it was used to intercept the United States Air Force bombers during their daylight raids. At the other end of the scale, Messerschmitt produced the Me 321 Gigant, a huge transport glider which was towed behind a flight of three Me 110s. Later it was equipped with six engines, but it was an easy target for allied fighters. This was a costly white elephant, as was his high-speed twin-engined Me 210 fighter-bomber project which nearly made his company bankrupt. Nevertheless, he was certainly an innovator and was much admired by Hitler, who declared that he had "the skull of a genius", because of the Me 163 Komet rocket-powered fighter and the Me 262.At the end of the war Messerschmitt was detained by the Americans for two years. In 1952 Messerschmitt became an aviation adviser to the Spanish government, and his Bf109 was produced in Spain as the Hispano Buchon for a number of years and was powered by Rolls-Royce Merlin engines. A factory was also constructed in Egypt to produce aircraft to Messerschmitt's designs. His German company, banned from building aircraft, produced prefabricated houses, sewing machines and, from 1953 to 1962, a series of bubble-cars: the KR 175 (1953–55) and the KR 200 (1955–62) were single-cylinder three-wheeled bubble-cars, and the Tiger (1958–62) was a twin-cylinder, 500cc four-wheeler. In 1958 Messerschmitt resumed aircraft construction in Germany and later became the Honorary Chairman of the merged Messerschmitt-Bölkow-Blohm company (now part of the Franco-German Eurocopter company).[br]Further Readingvan Ishoven, 1975, Messerschmitt. Aircraft Designer, London. J.Richard Smith, 1971, Messerschmitt. An Air-craft Album, London.Anthony Pritchard, 1975, Messerschmitt, London (describes Messerschmitt aircraft).JDS / CMBiographical history of technology > Messerschmitt, Willi E.
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16 Junkers, Hugo
SUBJECT AREA: Aerospace[br]b. 3 February 1859 Rheydt, Germanyd. 3 February 1935 Munich, Germany[br]German aircraft designer, pioneer of all-metal aircraft, including the world's first real airliner.[br]Hugo Junkers trained as an engineer and in 1895 founded the Junkers Company, which manufactured metal products including gas-powered hot-water heaters. He was also Professor of Thermodynamics at the high school in Aachen. The visits to Europe by the Wright brothers in 1908 and 1909 aroused his interest in flight, and in 1910 he was granted a patent for a flying wing, i.e. no fuselage and a thick wing which did not require external bracing wires. Using his sheet-metal experience he built the more conventional Junkers J 1 entirely of iron and steel. It made its first flight in December 1915 but was rather heavy and slow, so Junkers turned to the newly available aluminium alloys and built the J 4 bi-plane, which entered service in 1917. To stiffen the thin aluminium-alloy skins, Junkers used corrugations running fore and aft, a feature of his aircraft for the next twenty years. Incidentally, in 1917 the German authorities persuaded Junkers and Fokker to merge, but the Junkers-Fokker Company was short-lived.After the First World War Junkers very rapidly converted to commercial aviation, and in 1919 he produced a single-engined low-wing monoplane capable of carrying four passengers in an enclosed cabin. The robust all-metal F 13 is generally accepted as being the world's first airliner and over three hundred were built and used worldwide: some were still in service eighteen years later. A series of low-wing transport aircraft followed, of which the best known is the Ju 52. The original version had a single engine and first flew in 1930; a three-engined version flew in 1932 and was known as the Ju 52/3m. This was used by many airlines and served with the Luftwaffe throughout the Second World War, with almost five thousand being built.Junkers was always ready to try new ideas, such as a flap set aft of the trailing edge of the wing that became known as the "Junkers flap". In 1923 he founded a company to design and manufacture stationary diesel engines and aircraft petrol engines. Work commenced on a diesel aero-engine: this flew in 1929 and a successful range of engines followed later. Probably the most spectacular of Junkers's designs was his G 38 airliner of 1929. This was the world's largest land-plane at the time, with a wing span of 44 m (144 ft). The wing was so thick that some of the thirty-four passengers could sit in the wing and look out through windows in the leading edge. Two were built and were frequently seen on European routes.[br]Bibliography1923, "Metal aircraft construction", Journal of the Royal Aeronautical Society, London.Further ReadingG.Schmitt, 1988, Hugh Junkers and His Aircraft, Berlin.1990, Jane's Fighting Aircraft of World War I, London: Jane's (provides details of Junkers's aircraft).J.Stroud, 1966, European Transport Aircraft since 1910, London.P. St J.Turner and H.J.Nowarra, 1971, Junkers: An Aircraft Album, London.JDS -
17 Saulnier, Raymond
SUBJECT AREA: Aerospace[br]b. late eighteenth century Franced. mid-twentieth century[br]French designer of aircraft, associated with Louis Blériot and later the Morane- Saulnier company.[br]When Louis Blériot made his historic flight across the English Channel in 1909, the credit for the success of the flight naturally went to the pilot. Few people thought about the designer of the successful aeroplane, and those who did assumed it was Blériot himself. Blériot did design several of the aeroplanes bearing his name, but the cross- Channel No. XI was mainly designed by his friend Raymond Saulnier, a fact not; broadcast at the time.In 1911 the Morane-Saulnier company was founded in Paris by Léon (1885–1918) and Robert (1886–1968) Morane and Raymond Saulnier, who became Chief Designer. Flying a Morane-Saulnier, Roland Garros made a recordbreaking flight to a height of 5,611 m (18,405 ft) in 1912, and the following year he made the first non-stop flight across the Mediterranean. Morane-Saulnier built a series of "parasol" monoplanes which were very widely used during the early years of the First World War. With the wing placed above the fuselage, the pilot had an excellent downward view for observation purposes, but the propeller ruled out a forward-firing machine gun. During 1913–4, Raymond Saulnier was working on an idea for a synchronized machine gun to fire between the blades of the propeller. He could not overcome certain technical problems, so he devised a simple alternative: metal deflector plates were fitted to the propeller, so if a bullet hit the blade it did no harm. Roland Garros, flying a Type L Parasol, tested the device in action during April 1915 and was immediately successful. This opened the era of the true fighter aircraft. Unfortunately, Garros was shot down and the Germans discovered his secret weapon: they improved on the idea with a fully synchronized machine gun fitted to the Fokker E 1 monoplane. The Morane-Saulnier company continued in business until 1963, when it was taken over by the Potez Group.[br]Further ReadingJane's Fighting Aircraft of World War I, 1990, London: Jane's (reprint) (provides plans and details of 1914–18 Morane-Saulnier aeroplanes).JDS -
18 Douglas, Donald Wills
SUBJECT AREA: Aerospace[br]b. 6 April 1892 Brooklyn, New York, USAd. 1 February 1981 Palm Springs, California, USA[br]American aircraft designer best known for bis outstanding airliner', the DC-3.[br]In 1912 Donald Douglas went to the Massachusetts Institute of Technology to study aeronautical engineering. After graduating in this relatively new subject he joined the Glenn L.Martin Company as Chief Engineer. In 1920 he founded the Davis-Douglas Company in California to build an aircraft capable of flying across America non-stop: unfortunately, the Cloudster failed to achieve its target. Douglas reorganized the company in 1921 as the Douglas Company (later it became the Douglas Aircraft Company). In 1924 a team of US Army personnel made the first round-the-world flight in specially designed Douglas World Cruisers, a feat which boosted Douglas's reputation considerably. This reputation was further enhanced by his airliner, designed in 1935, that revolutionized air travel: the Douglas Commercial 3, or DC-3, of which some 13,000 were built. A series of piston-engined airliners followed, culminating in the DC-7. Meanwhile, in the military field, Douglas aircraft played a major part in the Second World War. In the jet age Douglas continued to produce a wide range of successful civil and military aircraft, and the company also moved into the rocket and guided missile business. In 1966 Donald W. Douglas was still Chairman of the company, with Donald W.Douglas Jr as President. In 1967 the company merged with the McDonnell Aircraft Company to become the giant McDonnell Douglas Corporation.[br]Principal Honours and DistinctionsAmerican Institute of Aeronautics and Astronautics; Daniel Guggenheim Medal 1939.Bibliography1935, "The development and reliability of the modern multi-engined airliner", Journal of the Royal Aeronautical Society, London (lecture).Further ReadingB.Yenne, 1985, McDonnell Douglas: A Tale of Two Giants, London (pays some attention to both Douglas and McDonnell, but also covers the history of the companies and the aircraft they produced).René J.Francillon, 1979, McDonnell Douglas Aircraft since 1920, London; 1988, 2nd edn (a comprehensive history of the company's aircraft).JDS -
19 fly
I 1. [flaɪ]1) (of trousers) patta f.2) (of flag) (outer edge) lembo m. estremo; (length) lunghezza f.3) BE stor. (carriage) carrozza f., calesse m.2.1) (of trousers) patta f.sing.2) teatr. soffitta f.sing.II 1. [flaɪ]the pilot flew the plane to... — il pilota portò l'aereo a
2) (transport by air) trasportare (in aereo) [person, supplies]3) (cross by air) attraversare in aereo [ ocean]4) (cover by air) [bird, aircraft] percorrere [ distance]2.1) [bird, insect, aircraft, kite] volare ( from da; to a)to fly over o across sth. sorvolare qcs.; to fly over(head) passare in volo; to fly past the window passare in volo davanti alla finestra; to fly into Gatwick atterrare a Gatwick; there's a mosquito flying around — c'è una zanzara in giro
to fly from Heathrow — decollare o partire da Heathrow
we fly to Boston twice a day — [ airline] ci sono due voli giornalieri per Boston
3) (be propelled) [bullet, sparks, insults] volareto go flying — colloq. [person, object] fare un volo
to send sb. flying — colloq. mandare qcn. a gambe all'aria
to fly into a rage — andare in collera, infuriarsi
4) (hurry)to fly past — passare o superare a tutta velocità
5) (go quickly) (anche fly past, fly by) [time, holidays] volare, passare in fretta6) (flutter, wave) [flag, scarf] sventolare; [ hair] ondeggiare, volare•- fly away- fly in••to fly in the face of — (defy) sfidare [authority, danger]; (contradict) essere in palese contraddizione con [ evidence]
to let fly (with) — scoccare [ arrow]; scaricare [ hail of bullets]; rovesciare [ stream of abuse]
III [flaɪ]to let fly at sb. — scagliarsi contro o attaccare qcn
nome zool. pesc. mosca f.••IV [flaɪ]he wouldn't hurt a fly non farebbe male a una mosca; there are no flies on her — non si fa mettere nel sacco da nessuno
aggettivo colloq.1) (clever) furbo, sveglio2) AE chic* * *I plural - fliesnou)1) (a type of small winged insect.)2) (a fish hook made to look like a fly so that a fish will take it in its mouth: Which fly should I use to catch a trout?)3) ((often in plural) a piece of material with buttons or a zip, especially at the front of trousers.)•II past tense - flew; verb1) (to (make something) go through the air on wings etc or in an aeroplane: The pilot flew (the plane) across the sea.)2) (to run away (from): He flew (the country).)3) ((of time) to pass quickly: The days flew past.)•- flyer- flier
- flying saucer
- flying visit
- frequent flyer/flier
- flyleaf
- flyover
- fly in the face of
- fly into
- fly off the handle
- get off to a flying start
- let fly
- send someone/something flying
- send flying* * *fly (1) /flaɪ/n.2 ( pesca) insetto esca; ( anche) mosca, esca artificiale: fly-casting, lancio dell'esca artificiale; fly-fishing, pesca con la mosca● (bot.) fly agaric ( Amanita muscaria), amanita; ovulo malefico; ovolaccio □ fly-flap, paletta ammazzamosche; scacciamosche □ (fig.) a fly in amber, una mosca bianca; una cosa rara □ (fig.) a fly in the ointment, un piccolo neo (che sciupa tutto) □ fly-net, rete di protezione contro le mosche; paramosche □ (fig.) fly on the wall, osservatore non visto □ (TV) fly-on-the-wall documentary, documentario-verità □ (fig.) fly on the wheel, mosca cocchiera; individuo presuntuoso, tronfio □ (bot.) fly orchid ( Ophrys insectifera), ofride insettifera □ fly paper, carta moschicida □ fly screen, rete contro le mosche ( su una finestra) □ fly spray, spray moschicida □ fly strip, striscia moschicida □ fly swat (o fly swatter), (paletta) scacciamosche □ ( slang USA) fly trap, la bocca □ fly whisk, scacciamosche □ (fig.) to break a fly on the wheel, sprecare le proprie energie per un nonnulla □ He wouldn't harm (o hurt) a fly, non farebbe male a una mosca □ (volg. GB) like a blue-arsed fly, freneticamente; come una mosca impazzita □ like flies, come le mosche; a nugoli; in gran numero: to die (o to drop) like flies, morire come le mosche □ ( slang) There are no flies on him, è furbo; non è certo nato ieri; non si lascia mettere nel sacco.fly (2) /flaɪ/n.1 [u] volo ( solo nelle espress.): on the fly, in volo; al volo: He caught the ball on the fly, prese la palla al volo ( Internet) to burn on the fly, masterizzare ‘on the fly’ (o al volo)4 (al pl.) patta dei pantaloni; bottega (fam.): Your flies are undone, hai la patta (fam. la bottega) aperta5 ► flysheet, def. 18 (stor.) diligenza● (ind.) fly ash, cenere volatile □ (tur.) fly-cruise, crociera con viaggio in aereo fino al porto d'imbarco □ ( rugby) fly-kick, calcio al volo □ fly-line, percorso di volo seguito da un uccello migratore.fly (3) /flaɪ/a.♦ (to) fly /flaɪ/A v. i.1 (di uccello, insetto) volare: to fly away, volare via; to fly about, volare (o svolazzare) qua e là; to fly in [out], volare dentro [fuori]; entrare [uscire]2 ( di aereo) volare; ( di passeggero) volare, andare (in aereo), partire (in aereo), prendere l'aereo: I don't like flying, non mi piace volare (o l'aereo); This time I'm going to fly, questa volta prendo l'aereo; We flew to Athens, siamo andati ad Atene in aereo; The next day I flew to New York, il giorno dopo partii per (o andai a) New York; We flew into [out of] Gatwick at 9pm, siamo arrivati a [siamo partiti o decollati da] Gatwick alle nove di sera; to fly across the Atlantic, attraversare l'Atlantico (in aereo); fare la trasvolata dell'Atlantico; trasvolare l'Atlantico; to fly back, tornare (in aereo)3 (aeron.) pilotare un aereo; fare il pilota4 sventolare; ondeggiare: Flags were flying on every mast, le bandiere sventolavano da ogni albero della nave5 ( di oggetto e fig.) volare: Bullets were flying, volavano le pallottole; DIALOGO → - Talking about children- Doesn't time fly?, il tempo vola, vero?; I saw a wheel fly off the lorry and slammed on the brakes, vidi volar via dal camion una ruota e pigiai sul freno; Accusations started to fly, cominciarono a volare le accuse6 ( di persona) precipitarsi; correre a precipizio; volare: I flew down the stairs, mi precipitai giù per le scale; She flew to meet him, lei gli è volata incontro8 (arc.) fuggire; darsi alla fugaB v. t.2 trasportare, inviare ( in aereo): How many people do you fly a day?, quanti passeggeri trasportate al giorno?; Troops were flown into the region, nella regione sono state inviate truppe (per via aerea)5 far volare (un aquilone, ecc.)6 agitare; sventolare; (naut.) battere ( una bandiera): The ship was flying the Italian flag, la nave batteva bandiera italiana7 fuggire da; abbandonare: The rebels had to fly the country, i ribelli sono dovuti fuggire dal paese● (fam.) to fly the coop, scappare; tagliare la corda (fam.); svignarsela (fam.) □ (fig.) to fly the flag, portare alta la bandiera; sbandierare il proprio patriottismo □ (fig.) to fly high, mirare in alto, essere ambizioso; ( anche) fare carriera, avere successo; ( slang USA) essere sotto l'effetto della droga □ to fly in the face of, essere in aperta contraddizione con; andare contro ( la logica, ecc.); sfidare □ to fly into a panic, farsi prendere dal panico □ to fly into a rage (o a passion, a temper), infuriarsi; andare su tutte le furie □ (fig.) to fly a kite, tastare il polso alla pubblica opinione; lanciare un ballon d'essai □ (fam. USA) Go fly a kite!, vattene!; levati di torno! □ (fam.) to fly off the handle, andare su tutte le furie; uscire dai gangheri; perdere le staffe □ ( di finestra, ecc.) to fly open, spalancarsi □ to fly past, sfrecciare davanti a q. □ to fly to arms, correre alle armi □ (fig.) to make the feathers (o the dust) fly, mettere confusione; seminare zizzania; far scoppiare una lite □ to send sb. flying, mandare q. a gambe all'aria; far volare q. □ to send things flying, buttare tutto all'aria □ (fig.) The bird has flown, il prigioniero ha preso il volo.* * *I 1. [flaɪ]1) (of trousers) patta f.2) (of flag) (outer edge) lembo m. estremo; (length) lunghezza f.3) BE stor. (carriage) carrozza f., calesse m.2.1) (of trousers) patta f.sing.2) teatr. soffitta f.sing.II 1. [flaɪ]the pilot flew the plane to... — il pilota portò l'aereo a
2) (transport by air) trasportare (in aereo) [person, supplies]3) (cross by air) attraversare in aereo [ ocean]4) (cover by air) [bird, aircraft] percorrere [ distance]2.1) [bird, insect, aircraft, kite] volare ( from da; to a)to fly over o across sth. sorvolare qcs.; to fly over(head) passare in volo; to fly past the window passare in volo davanti alla finestra; to fly into Gatwick atterrare a Gatwick; there's a mosquito flying around — c'è una zanzara in giro
to fly from Heathrow — decollare o partire da Heathrow
we fly to Boston twice a day — [ airline] ci sono due voli giornalieri per Boston
3) (be propelled) [bullet, sparks, insults] volareto go flying — colloq. [person, object] fare un volo
to send sb. flying — colloq. mandare qcn. a gambe all'aria
to fly into a rage — andare in collera, infuriarsi
4) (hurry)to fly past — passare o superare a tutta velocità
5) (go quickly) (anche fly past, fly by) [time, holidays] volare, passare in fretta6) (flutter, wave) [flag, scarf] sventolare; [ hair] ondeggiare, volare•- fly away- fly in••to fly in the face of — (defy) sfidare [authority, danger]; (contradict) essere in palese contraddizione con [ evidence]
to let fly (with) — scoccare [ arrow]; scaricare [ hail of bullets]; rovesciare [ stream of abuse]
III [flaɪ]to let fly at sb. — scagliarsi contro o attaccare qcn
nome zool. pesc. mosca f.••IV [flaɪ]he wouldn't hurt a fly non farebbe male a una mosca; there are no flies on her — non si fa mettere nel sacco da nessuno
aggettivo colloq.1) (clever) furbo, sveglio2) AE chic -
20 Caproni, Giovanni Battista (Gianni), Conte di Taliedo
SUBJECT AREA: Aerospace[br]b. 3 June 1886 Massone, Italyd. 29 October 1957 Rome, Italy[br]Italian aircraft designer and manufacturer, well known for his early large-aircraft designs.[br]Gianni Caproni studied civil and electrical engineering in Munich and Liège before moving on to Paris, where he developed an interest in aeronautics. He built his first aircraft in 1910, a biplane with a tricycle undercarriage (which has been claimed as the world's first tricycle undercarriage). Caproni and his brother, Dr Fred Caproni, set up a factory at Malpensa in northern Italy and produced a series of monoplanes and biplanes. In 1913 Caproni astounded the aviation world with his Ca 30 three-engined biplane bomber. There followed many variations, of which the most significant were the Ca 32 of 1915, the first large bomber to enter service in significant numbers, and the Ca 42 triplane of 1917 with a wing span of almost 30 metres.After the First World War, Caproni designed an even larger aircraft with three pairs of triplane wings (i.e. nine wings each of 30 metres span) and eight engines. This Ca 60 flying boat was designed to carry 100 passengers. In 1921 it made one short flight lightly loaded; however, with a load of sandbags representing sixty passengers, it crashed soon after take-off. The project was abandoned but Caproni's company prospered and expanded to become one of the largest groups of companies in Italy. In the 1930s Caproni aircraft twice broke the world altitude record. Several Caproni types were in service when Italy entered the Second World War, and an unusual research aircraft was under development. The Caproni-Campini No. 1 (CC2) was a jet, but it did not have a gas-turbine engine. Dr Campini's engine used a piston engine to drive a compressor which forced air out through a nozzle, and by burning fuel in this airstream a jet was produced. It flew with limited success in August 1940, amid much publicity: the first German jet (1939) and the first British jet (1941) were both flown in secret. Caproni retained many of his early aircraft for his private museum, including some salvaged parts from his monstrous flying boat.[br]Principal Honours and DistinctionsCreated Conte di Taliedo 1940.Further ReadingDizionario biografico degli Italiani, 1976, Vol. XIX.The Caproni Museum has published two books on the Caproni aeroplanes: Gli Aeroplani Caproni -1909–1935 and Gli Aeroplani Caproni dal 1935 in poi. See also Jane'sfighting Aircraft of World War 1; 1919, republished 1990.JDSBiographical history of technology > Caproni, Giovanni Battista (Gianni), Conte di Taliedo
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