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  • 61 Clerk, Sir Dugald

    [br]
    b. 31 March 1854 Glasgow, Scotland
    d. 12 November 1932 Ewhurst, Surrey, England
    [br]
    Scottish mechanical engineer, inventor of the two-stroke internal combustion engine.
    [br]
    Clerk began his engineering training at about the age of 15 in the drawing office of H.O.Robinson \& Company, Glasgow, and in his father's works. Meanwhile, he studied at the West of Scotland Technical College and then, from 1871 to 1876, at Anderson's College, Glasgow, and at the Yorkshire College of Science, Leeds. Here he worked under and then became assistant to the distinguished chemist T.E.Thorpe, who set him to work on the fractional distillation of petroleum, which was to be useful to him in his later work. At that time he had intended to become a chemical engineer, but seeing a Lenoir gas engine at work, after his return to Glasgow, turned his main interest to gas and other internal combustion engines. He pursued his investigations first at Thomson, Sterne \& Company (1877–85) and then at Tangyes of Birmingham (1886–88. In 1888 he began a lifelong partnership in Marks and Clerk, consulting engineers and patent agents, in London.
    Beginning his work on gas engines in 1876, he achieved two patents in the two following years. In 1878 he made his principal invention, patented in 1881, of an engine working on the two-stroke cycle, in which the piston is powered during each revolution of the crankshaft, instead of alternate revolutions as in the Otto four-stroke cycle. In this engine, Clerk introduced supercharging, or increasing the pressure of the air intake. Many engines of the Clerk type were made but their popularity waned after the patent for the Otto engine expired in 1890. Interest was later revived, particularly for application to large gas engines, but Clerk's engine eventually came into its own where simple, low-power motors are needed, such as in motor cycles or motor mowers.
    Clerk's work on the theory and design of gas engines bore fruit in the book The Gas Engine (1886), republished with an extended text in 1909 as The Gas, Petrol and Oil Engine; these and a number of papers in scientific journals won him international renown. During and after the First World War, Clerk widened the scope of his interests and served, often as chairman, on many bodies in the field of science and industry.
    [br]
    Principal Honours and Distinctions
    Knighted 1917; FRS 1908; Royal Society Royal Medal 1924; Royal Society of Arts Alber Medal 1922.
    Further Reading
    Obituary Notices of Fellows of the Royal Society, no. 2, 1933.
    LRD

    Biographical history of technology > Clerk, Sir Dugald

  • 62 Diesel, Rudolph Christian Karl

    [br]
    b. 1858 Paris, France
    d. 1913 at sea, in the English Channel
    [br]
    German inventor of the Diesel or Compression Ignition engine.
    [br]
    A German born in Paris, he was educated in Augsburg and later in Munich, where he graduated first in his class. There he took some courses under Professor Karl von Linde, pioneer of mechanical refrigeration and an authority on thermodynamics, who pointed out the low efficiency of the steam engine. He went to work for the Linde Ice Machine Company as an engineer and later as Manager; there he conceived a new basic cycle and worked out its thermodynamics, which he published in 1893 as "The theory and construction of a rational heat motor". Compressing air adiabatically to one-sixteenth of its volume caused the temperature to rise to 1,000°F (540°C). Injected fuel would then ignite automatically without any electrical system. He obtained permission to use the laboratories of the Augsburg-Nuremburg Engine Works to build a single-cylinder prototype. On test it blew up, nearly killing Diesel. He proved his principle, however, and obtained financial support from the firm of Alfred Krupp. The design was refined until successful and in 1898 an engine was put on display in Munich with the result that many business people invested in Diesel and his engine and its worldwide production. Diesel made over a million dollars out of the invention. The heart of the engine is the fuel-injection pump, which operates at a pressure of c.500 psi (35 kg/cm). The first English patent for the engine was in 1892. The firms in Augsburg sent him abroad to sell his engine; he persuaded the French to adopt it for submarines, Germany having refused this. Diesel died in 1913 in mysterious circumstances, vanishing from the Harwich-Antwerp ferry.
    [br]
    Further Reading
    E.Diesel, 1937, Diesel, derMensch, das Werk, das Schicksal, Hamburg. J.S.Crowther, 1959, Six Great Engineers, London.
    John F.Sandfort, 1964, Heat Engines.
    IMcN

    Biographical history of technology > Diesel, Rudolph Christian Karl

  • 63 Langley, Samuel Pierpont

    SUBJECT AREA: Aerospace
    [br]
    b. 22 August 1834 Roxbury, Massachusetts, USA
    d. 27 February 1906 Aiken, South Carolina, USA
    [br]
    American scientist who built an unsuccessful aeroplane in 1903, just before the success of the Wright brothers.
    [br]
    Professor Langley was a distinguished mathematician and astronomer who became Secretary of the Smithsonian Institution (US National Museum) in 1887. He was also interested in aviation and embarked on a programme of experiments with a whirling arm to test wings and with a series of free-flying models. In 1896 one of his steam-powered models made a flight of 4,199 ft (1,280 m): this led to a grant from the Government to subsidize the construction of a manned aeroplane. Langley commissioned Stephen M. Balzer, an automobile engine designer, to build a lightweight aero-engine and appointed his assistant, Charles M.Manly, to oversee the project. After many variations, including rotary and radical designs, two versions of the Balzer-Manly engine were produced, one quarter size and one full size. In August 1903 the small engine powered a model which thus became the first petrol-engined aeroplane to fly. Langley designed his full-size aeroplane (which he called an Aerodrome) with tandem wings and a cruciform tail unit. The Balzer-Manly engine drove two pusher propellers. Manly was to be the pilot as Langley was now almost 70 years old. Most early aviators tested their machines by making tentative hops, but Langley decided to launch his Aerodrome by catapult from the roof of a houseboat on the Potomac river. Two attempts were made and on both occasions the Aerodrome crashed into the river: catapult problems and perhaps a structural weakness were to blame. The second crash occurred on 8 December 1903 and it is ironic that the Wright brothers, with limited funds and no Government support, successfully achieved a manned flight just nine days later. Langley was heartbroken. After his death there followed a strange affair in 1914 when Glenn Curtiss took Langley's Aerodrome, modified it, and tried to prove that but for the faulty catapult it would have flown before the Wrights' Flyer. A brief flight was made with floats instead of the catapult, and it flew rather better after more extensive modifications and a new engine.
    [br]
    Bibliography
    1897, Langley Memoir on Mechanical Flight, Part 1, Washington, DC: Smithsonian Institution; 1911, Part 2.
    Further Reading
    J.Gordon Vaeth, 1966, Langley: Man of Science and Flight, New York (biography).
    Charles H. Gibbs-Smith, 1985, Aviation, London (includes an analysis of Langley's work).
    Tom D.Crouch, 1981, A Dream of Wings, New York.
    Robert B.Meyer Jr (ed.), 1971, Langley's Aero Engine of 1903, Washington, DC: Smithsonian Annals of Flight, No. 6 (provides details about the engine).
    JDS

    Biographical history of technology > Langley, Samuel Pierpont

  • 64 Lenoir, Jean Joseph Etienne

    [br]
    b. 1822 Mussey-la-Ville, Belgium
    d. 1900 Verenna Saint-Hildar, France
    [br]
    Belgian (naturalized French in 1870) inventor of internal combustion engines, an electroplating process and railway telegraphy systems.
    [br]
    Leaving his native village for Paris at the age of 16, Lenoir became a metal enameller. Experiments with various electroplating processes provided a useful knowledge of electricity that showed in many of his later ideas. Electric ignition, although somewhat unreliable, was a feature of the Lenoir gas engine which appeared in 1860. Resembling the steam engine of the day, Lenoir engines used a non-compression cycle of operations, in which the gas-air mixture of about atmospheric pressure was being ignited at one-third of the induction stroke. The engines were double acting. About five hundred of Lenoir's engines were built, mostly in Paris by M.Hippolyte Marinoni and by Lefébvre; the Reading Ironworks in England built about one hundred. Many useful applications of the engine are recorded, but the explosive shock that occurred on ignition, together with the unreliable ignition systems, prevented large-scale acceptance of the engine in industry. However, Lenoir's effort and achievements stimulated much discussion, and N.A. Otto is reported to have carried out his first experiments on a Lenoir engine.
    [br]
    Principal Honours and Distinctions
    Académie des Sciences Prix Montyon Prize 1870. Société d'Encouragement, Silver Prize of 12,000 francs. Légion d'honneur 1881 (for his work in telegraphy).
    Bibliography
    8 February 1860, British patent no. 335 (the first Lenoir engine).
    1861, British patent no. 107 (the Lenoir engine).
    Further Reading
    Dugald Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 13–15, 30, 118, 203.
    World Who's Who in Science, 1968 (for an account of Lenoir's involvement in technology).
    KAB

    Biographical history of technology > Lenoir, Jean Joseph Etienne

  • 65 McNaught, William

    [br]
    b. 27 May 1813 Sneddon, Paisley, Scotland
    d. 8 January 1881 Manchester, England
    [br]
    Scottish patentee of a very successful form of compounding beam engine with a high-pressure cylinder between the fulcrum of the beam and the connecting rod.
    [br]
    Although born in Paisley, McNaught was educated in Glasgow where his parents had moved in 1820. He followed in his father's footsteps and became an engineer through an apprenticeship with Robert Napier at the Vulcan Works, Washington Street, Glasgow. He also attended science classes at the Andersonian University in the evenings and showed such competence that at the age of 19 he was offered the position of being in charge of the Fort-Gloster Mills on the Hoogly river in India. He remained there for four years until 1836, when he returned to Scotland because the climate was affecting his health.
    His father had added the revolving cylinder to the steam engine indicator, and this greatly simplified and extended its use. In 1838 William joined him in the business of manufacturing these indicators at Robertson Street, Glasgow. While advising textile manufacturers on the use of the indicator, he realized the need for more powerful, smoother-running and economical steam engines. He provided the answer by placing a high-pressure cylinder midway between the fulcrum of the beam and the connecting rod on an ordinary beam engine. The original cylinder was retained to act as the low-pressure cylinder of what became a compound engine. This layout not only reduced the pressures on the bearing surfaces and gave a smoother-running engine, which was one of McNaught's aims, but he probably did not anticipate just how much more economical his engines would be; they often gave a saving of fuel up to 40 per cent. This was because the steam pipe connecting the two cylinders acted as a receiver, something lacking in the Woolf compound, which enabled the steam to be expanded properly in both cylinders. McNaught took out his patent in 1845, and in 1849 he had to move to Manchester because his orders in Lancashire were so numerous and the scope was much greater there than in Glasgow. He took out further patents for equalizing the stress on the working parts, but none was as important as his original one, which was claimed to have been one of the greatest improvements since the steam engine left the hands of James Watt. He was one of the original promoters of the Boiler Insurance and Steam Power Company and was elected Chairman in 1865, a position he retained until a short time before his death.
    [br]
    Bibliography
    1845, British patent no. 11,001 (compounding beam engine).
    Further Reading
    Obituary, Engineer 51.
    Obituary, Engineering 31.
    R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (the fullest account of McNaught's proposals for compounding).
    RLH

    Biographical history of technology > McNaught, William

  • 66 Robinson, George J.

    SUBJECT AREA: Textiles
    [br]
    b. 1712 Scotland
    d. 1798 England
    [br]
    Scottish manufacturer who installed the first Boulton \& Watt rotative steam-engine in a textile mill.
    [br]
    George Robinson is said to have been a Scots migrant who settled at Burwell, near Nottingham, in 1737, but there is no record of his occupation until 1771, when he was noticed as a bleacher. By 1783 he and his son were describing themselves as "merchants and thread manufacturers" as well as bleachers. For their thread, they were using the system of spinning on the waterframe, but it is not known whether they held a licence from Arkwright. Between 1776 and 1791, the firm G.J. \& J.Robinson built a series of six cotton mills with a complex of dams and aqueducts to supply them in the relatively flat land of the Leen valley, near Papplewick, to the north of Nottingham. By careful conservation they were able to obtain considerable power from a very small stream. Castle mill was not only the highest one owned by the Robinsons, but it was also the highest mill on the stream and was fed from a reservoir. The Robinsons might therefore have expected to have enjoyed uninterrupted use of the water, but above them lived Lord Byron in his estate of Newstead Priory. The fifth Lord Byron loved making ornamental ponds on his property so that he could have mock naval battles with his servants, and this tampered with the water supplies so much that the Robinsons found they were unable to work their mills.
    In 1785 they decided to order a rotative steam engine from the firm of Boulton \& Watt. It was erected by John Rennie; however, misfortune seemed to dog this engine, for parts went astray to Manchester and when the engine was finally running at the end of February 1786 it was found to be out of alignment so may not have been very successful. At about the same time, the lawsuit against Lord Byron was found in favour of the Robinsons, but the engine continued in use for at least twelve years and was the first of the type which was to power virtually all steamdriven mills until the 1850s to be installed in a textile mill. It was a low-pressure double-acting condensing beam engine, with a vertical cylinder, parallel motion connecting the piston toone end of a rocking beam, and a connecting rod at the other end of the beam turning the flywheel. In this case Watt's sun and planet motion was used in place of a crank.
    [br]
    Further Reading
    R.L.Hills, 1970, Power in the Industrial Revolution, Manchester (for an account of the installation of this engine).
    D.M.Smith, 1965, Industrial Archaeology of the East Midlands, Newton Abbot (describes the problems which the Robinsons had with the water supplies to power their mills).
    S.D.Chapman, 1967, The Early Factory Masters, Newton Abbot (provides details of the business activities of the Robinsons).
    J.D.Marshall, 1959, "Early application of steam power: the cotton mills of the Upper Leen", Transactions of the Thoroton Society of Nottinghamshire 60 (mentions the introduction of this steam-engine).
    RLH

    Biographical history of technology > Robinson, George J.

  • 67 Symington, William

    SUBJECT AREA: Ports and shipping
    [br]
    b. 1764 Leadhills, Lanarkshire, Scotland
    d. 22 March 1831 Wapping, London, England
    [br]
    Scottish pioneer of steam navigation.
    [br]
    Symington was the son of the Superintendent of the Mines Company in Lanarkshire, and attended the local school. When he was 22 years old he was sent by Gilbert Meason, Manager of the Wanlockhead mines, to Edinburgh University. In 1779 he was working on the assembly of a Watt engine as an apprentice to his brother, George, and in 1786 he started experiments to modify a Watt engine in order to avoid infringing the separate condenser patent. He sought a patent for his alternative, which was paid for by Meason. He constructed a model steam road carriage which was completed in 1786; it was shown in Edinburgh by Meason, attracting interest but inadequate financial support. It had a horizontal cylinder and was non-condensing. No full-sized engine was ever built but the model secured the interest of Patrick Miller, an Edinburgh banker, who ordered an engine from Symington to drive an experimental boat, 25 ft (7.6 m) long with a dual hull, which performed satisfactorily on Dalswinton Loch in 1788. In the following year Miller ordered a larger engine for a bigger boat which was tried on the Forth \& Clyde Canal in December 1789, the component parts having been made by the Carron Company. The engine worked perfectly but had the effect of breaking the paddle wheels. These were repaired and further trials were successful but Miller lost interest and his experiments lapsed. Symington devoted himself thereafter to building stationary engines. He built other engines for mine pumping at Sanquhar and Leadhills before going further afield. In all, he built over thirty engines, about half of them being rotary. In 1800–1 he designed the engine for a boat for Lord Dundas, the Charlotte Dundas; this was apparently the first boat of that name and sailed on both the Forth and Clyde rivers. A second Charlotte Dundas with a horizontal cylinder was to follow and first sailed in January 1803 for the Forth \& Clyde Canal Company. The speed of the boat was only 2 mph (3 km/h) and much was made by its detractors of the damage said to be caused to the canal banks by its wash. Lord Dundas declined to authorize payment of outstanding accounts; Symington received little reward for his efforts. He died in the house of his son-in-law, Dr Robert Bowie, in Wapping, amidst heated controversy about the true inventor of steam navigation.
    [br]
    Further Reading
    W.S.Harvey and G.Downs-Rose, 1980, William Symington, Inventor and Engine- Builder, London: Mechanical Engineering Publications.
    IMcN

    Biographical history of technology > Symington, William

  • 68 Todd, Leonard Jennett

    [br]
    fl. 1885 London, England
    [br]
    English (?) patentee of steam engines incorporating the uniflow principle.
    [br]
    In a uniflow system, the steam enters a steam engine cylinder at one end, pushes the pistons along, and exhausts through a ring of ports at the centre of the cylinder that are uncovered by movement of the piston. The piston is returned by steam then entering the other end of the cylinder, moving the piston arrangement back, and again making its exit through the central ports. This gave the thermodynamic advantage of the cylinder ends remaining hot and the centre colder with reheating the ends of the cylinder through compression of the residual steam. The principle was first patented by Jacob Perkins in England in 1827 and was tried in America in 1856.
    Little is known about Todd. The addresses given in his patent specifications show that he was living first at South Hornsey and then Stoke Newington, both in Middlesex (now in London). No obituary notices have been traced. He took out a patent in 1885 for a "terminal exhaust engine" and followed this with two more in 1886 and 1887. His aim was to "produce a double acting steam engine which shall work more efficiently, which shall produce and maintain within itself an improved gradation of temperature extending from each of its two Hot Inlets to its common central Cold Outlet". His later patents show the problems he faced with finding suitable valve gears and the compression developing during the return stroke of the piston. It was this last problem, particularly when starting a condensing engine, that probably defeated him through excessive compression pressures. There is some evidence that he hoped to apply his engines to railway locomotives.
    [br]
    Bibliography
    1885, British patent no. 7,301 (terminal exhaust engine). 1886, British patent no. 2,132.
    1887, British patent no. 6,666.
    Further Reading
    R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (provides the fullest discussion of his patents). H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press.
    J.Stumpf, 1912, The Una-Flow Steam Engine, Munich: R.Oldenbourg.
    RLH

    Biographical history of technology > Todd, Leonard Jennett

  • 69 Trevithick, Richard

    [br]
    b. 13 April 1771 Illogan, Cornwall, England
    d. 22 April 1833 Dartford, Kent, England
    [br]
    English engineer, pioneer of non-condensing steam-engines; designed and built the first locomotives.
    [br]
    Trevithick's father was a tin-mine manager, and Trevithick himself, after limited formal education, developed his immense engineering talent among local mining machinery and steam-engines and found employment as a mining engineer. Tall, strong and high-spirited, he was the eternal optimist.
    About 1797 it occurred to him that the separate condenser patent of James Watt could be avoided by employing "strong steam", that is steam at pressures substantially greater than atmospheric, to drive steam-engines: after use, steam could be exhausted to the atmosphere and the condenser eliminated. His first winding engine on this principle came into use in 1799, and subsequently such engines were widely used. To produce high-pressure steam, a stronger boiler was needed than the boilers then in use, in which the pressure vessel was mounted upon masonry above the fire: Trevithick designed the cylindrical boiler, with furnace tube within, from which the Cornish and later the Lancashire boilers evolved.
    Simultaneously he realized that high-pressure steam enabled a compact steam-engine/boiler unit to be built: typically, the Trevithick engine comprised a cylindrical boiler with return firetube, and a cylinder recessed into the boiler. No beam intervened between connecting rod and crank. A master patent was taken out.
    Such an engine was well suited to driving vehicles. Trevithick built his first steam-carriage in 1801, but after a few days' use it overturned on a rough Cornish road and was damaged beyond repair by fire. Nevertheless, it had been the first self-propelled vehicle successfully to carry passengers. His second steam-carriage was driven about the streets of London in 1803, even more successfully; however, it aroused no commercial interest. Meanwhile the Coalbrookdale Company had started to build a locomotive incorporating a Trevithick engine for its tramroads, though little is known of the outcome; however, Samuel Homfray's ironworks at Penydarren, South Wales, was already building engines to Trevithick's design, and in 1804 Trevithick built one there as a locomotive for the Penydarren Tramroad. In this, and in the London steam-carriage, exhaust steam was turned up the chimney to draw the fire. On 21 February the locomotive hauled five wagons with 10 tons of iron and seventy men for 9 miles (14 km): it was the first successful railway locomotive.
    Again, there was no commercial interest, although Trevithick now had nearly fifty stationary engines completed or being built to his design under licence. He experimented with one to power a barge on the Severn and used one to power a dredger on the Thames. He became Engineer to a project to drive a tunnel beneath the Thames at Rotherhithe and was only narrowly defeated, by quicksands. Trevithick then set up, in 1808, a circular tramroad track in London and upon it demonstrated to the admission-fee-paying public the locomotive Catch me who can, built to his design by John Hazledine and J.U. Rastrick.
    In 1809, by which date Trevithick had sold all his interest in the steam-engine patent, he and Robert Dickinson, in partnership, obtained a patent for iron tanks to hold liquid cargo in ships, replacing the wooden casks then used, and started to manufacture them. In 1810, however, he was taken seriously ill with typhus for six months and had to return to Cornwall, and early in 1811 the partners were bankrupt; Trevithick was discharged from bankruptcy only in 1814.
    In the meantime he continued as a steam engineer and produced a single-acting steam engine in which the cut-off could be varied to work the engine expansively by way of a three-way cock actuated by a cam. Then, in 1813, Trevithick was approached by a representative of a company set up to drain the rich but flooded silver-mines at Cerro de Pasco, Peru, at an altitude of 14,000 ft (4,300 m). Low-pressure steam engines, dependent largely upon atmospheric pressure, would not work at such an altitude, but Trevithick's high-pressure engines would. Nine engines and much other mining plant were built by Hazledine and Rastrick and despatched to Peru in 1814, and Trevithick himself followed two years later. However, the war of independence was taking place in Peru, then a Spanish colony, and no sooner had Trevithick, after immense difficulties, put everything in order at the mines then rebels arrived and broke up the machinery, for they saw the mines as a source of supply for the Spanish forces. It was only after innumerable further adventures, during which he encountered and was assisted financially by Robert Stephenson, that Trevithick eventually arrived home in Cornwall in 1827, penniless.
    He petitioned Parliament for a grant in recognition of his improvements to steam-engines and boilers, without success. He was as inventive as ever though: he proposed a hydraulic power transmission system; he was consulted over steam engines for land drainage in Holland; and he suggested a 1,000 ft (305 m) high tower of gilded cast iron to commemorate the Reform Act of 1832. While working on steam propulsion of ships in 1833, he caught pneumonia, from which he died.
    [br]
    Bibliography
    Trevithick took out fourteen patents, solely or in partnership, of which the most important are: 1802, Construction of Steam Engines, British patent no. 2,599. 1808, Stowing Ships' Cargoes, British patent no. 3,172.
    Further Reading
    H.W.Dickinson and A.Titley, 1934, Richard Trevithick. The Engineer and the Man, Cambridge; F.Trevithick, 1872, Life of Richard Trevithick, London (these two are the principal biographies).
    E.A.Forward, 1952, "Links in the history of the locomotive", The Engineer (22 February), 226 (considers the case for the Coalbrookdale locomotive of 1802).
    PJGR

    Biographical history of technology > Trevithick, Richard

  • 70 Wasborough, Matthew

    [br]
    b. 1753 Bristol, England
    d. 21 October 1781 Bristol, England
    [br]
    English patentee of an application of the flywheel to create a rotative steam engine.
    [br]
    A single-cylinder atmospheric steam engine had a power stroke only when the piston descended the cylinder: a means had to be found of returning the piston to its starting position. For rotative engines, this was partially solved by the patent of Matthew Wasborough in 1779. His father was a partner in a Bristol brass-founding and clockmaking business in Narrow Wine Street where he was joined by his son. Wasborough proposed to use some form of ratchet gear to effect the rotary motion and added a flywheel, the first time one was used in a steam engine, "in order to render the motion more regular and uniform". He installed one engine to drive the lathes in the Bristol works and another at James Pickard's flour mill at Snow Hill, Birmingham, where Pickard applied his recently patented crank to it. It was this Wasborough-Pickard engine which posed a threat to Boulton \& Watt trying to develop a rotative engine, for Wasborough built several engines for cornmills in Bristol, woollen mills in Gloucestershire and a block factory at Southampton before his early death. Matthew Boulton was told that Wasborough was "so intent upon the study of engines as to bring a fever on his brain and he dyed in consequence thereof…. How dangerous it is for a man to wade out of his depth" (Jenkins 1936:106).
    [br]
    Bibliography
    1779, British patent no. 1,213 (rotative engine with flywheel).
    Further Reading
    J.Tann, 1978–9, "Makers of improved Newcomen engines in the late 18th century, and R.A.Buchanan", 1978–9, "Steam and the engineering community in the eighteenth century", Transactions of the Newcomen Society 50 ("Thomas Newcomen. A commemorative symposium") (both papers discuss Wasborough's engines).
    R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his patent).
    R.Jenkins (ed.), 1936, Collected Papers, 106 (for Matthew Boulton's letter of 30 October 1781).
    RLH

    Biographical history of technology > Wasborough, Matthew

  • 71 Edwards, Humphrey

    [br]
    fl. c.1808–25 London (?), England
    d. after 1825 France (?)
    [br]
    English co-developer of Woolf s compound steam engine.
    [br]
    When Arthur Woolf left the Griffin Brewery, London, in October 1808, he formed a partnership with Humphrey Edwards, described as a millwright at Mill Street, Lambeth, where they started an engine works to build Woolf's type of compound engine. A number of small engines were constructed and other ordinary engines modified with the addition of a high-pressure cylinder. Improvements were made in each succeeding engine, and by 1811 a standard form had been evolved. During this experimental period, engines were made with cylinders side by side as well as the more usual layout with one behind the other. The valve gear and other details were also improved. Steam pressure may have been around 40 psi (2.8 kg/cm2). In an advertisement of February 1811, the partners claimed that their engines had been brought to such a state of perfection that they consumed only half the quantity of coal required for engines on the plan of Messrs Boulton \& Watt. Woolf visited Cornwall, where he realized that more potential for his engines lay there than in London; in May 1811 the partnership was dissolved, with Woolf returning to his home county. Edwards struggled on alone in London for a while, but when he saw a more promising future for the engine in France he moved to Paris. On 25 May 1815 he obtained a French patent, a Brevet d'importation, for ten years. A report in 1817 shows that during the previous two years he had imported into France fifteen engines of different sizes which were at work in eight places in various parts of the country. He licensed a mining company in the north of France to make twenty-five engines for winding coal. In France there was always much more interest in rotative engines than pumping ones. Edwards may have formed a partnership with Goupil \& Cie, Dampierre, to build engines, but this is uncertain. He became a member of the firm Scipion, Perrier, Edwards \& Chappert, which took over the Chaillot Foundry of the Perrier Frères in Paris, and it seems that Edwards continued to build steam engines there for the rest of his life. In 1824 it was claimed that he had made about 100 engines in England and another 200 in France, but this is probably an exaggeration.
    The Woolf engine acquired its popularity in France because its compound design was more economical than the single-cylinder type. To enable it to be operated safely, Edwards first modified Woolf s cast-iron boiler in 1815 by placing two small drums over the fire, and then in 1825 replaced the cast iron with wrought iron. The modified boiler was eventually brought back to England in the 1850s as the "French" or "elephant" boiler.
    [br]
    Further Reading
    Most details about Edwards are to be found in the biographies of his partner, Arthur Woolf. For example, see T.R.Harris, 1966, Arthur Woolf, 1766–1837, The Cornish Engineer, Truro: D.Bradford Barton; Rhys Jenkins, 1932–3, "A Cornish Engineer, Arthur Woolf, 1766–1837", Transactions of the Newcomen Society 13. These use information from the originally unpublished part of J.Farey, 1971, A Treatise on the Steam Engine, Vol. II, Newton Abbot: David \& Charles.
    RLH

    Biographical history of technology > Edwards, Humphrey

  • 72 Elder, John

    [br]
    b. 9 March 1824 Glasgow, Scotland
    d. 17 September 1869 London, England
    [br]
    Scottish engineer who introduced the compound steam engine to ships and established an important shipbuilding company in Glasgow.
    [br]
    John was the third son of David Elder. The father came from a family of millwrights and moved to Glasgow where he worked for the well-known shipbuilding firm of Napier's and was involved with improving marine engines. John was educated at Glasgow High School and then for a while at the Department of Civil Engineering at Glasgow University, where he showed great aptitude for mathematics and drawing. He spent five years as an apprentice under Robert Napier followed by two short periods of activity as a pattern-maker first and then a draughtsman in England. He returned to Scotland in 1849 to become Chief Draughtsman to Napier, but in 1852 he left to become a partner with the Glasgow general engineering company of Randolph Elliott \& Co. Shortly after his induction (at the age of 28), the engineering firm was renamed Randolph Elder \& Co.; in 1868, when the partnership expired, it became known as John Elder \& Co. From the outset Elder, with his partner, Charles Randolph, approached mechanical (especially heat) engineering in a rigorous manner. Their knowledge and understanding of entropy ensured that engine design was not a hit-and-miss affair, but one governed by recognition of the importance of the new kinetic theory of heat and with it a proper understanding of thermodynamic principles, and by systematic development. In this Elder was joined by W.J.M. Rankine, Professor of Civil Engineering and Mechanics at Glasgow University, who helped him develop the compound marine engine. Elder and Randolph built up a series of patents, which guaranteed their company's commercial success and enabled them for a while to be the sole suppliers of compound steam reciprocating machinery. Their first such engine at sea was fitted in 1854 on the SS Brandon for the Limerick Steamship Company; the ship showed an improved performance by using a third less coal, which he was able to reduce still further on later designs.
    Elder developed steam jacketing and recognized that, with higher pressures, triple-expansion types would be even more economical. In 1862 he patented a design of quadruple-expansion engine with reheat between cylinders and advocated the importance of balancing reciprocating parts. The effect of his improvements was to greatly reduce fuel consumption so that long sea voyages became an economic reality.
    His yard soon reached dimensions then unequalled on the Clyde where he employed over 4,000 workers; Elder also was always interested in the social welfare of his labour force. In 1860 the engine shops were moved to the Govan Old Shipyard, and again in 1864 to the Fairfield Shipyard, about 1 mile (1.6 km) west on the south bank of the Clyde. At Fairfield, shipbuilding was commenced, and with the patents for compounding secure, much business was placed for many years by shipowners serving long-distance trades such as South America; the Pacific Steam Navigation Company took up his ideas for their ships. In later years the yard became known as the Fairfield Shipbuilding and Engineering Company Ltd, but it remains today as one of Britain's most efficient shipyards and is known now as Kvaerner Govan Ltd.
    In 1869, at the age of only 45, John Elder was unanimously elected President of the Institution of Engineers and Shipbuilders in Scotland; however, before taking office and giving his eagerly awaited presidential address, he died in London from liver disease. A large multitude attended his funeral and all the engineering shops were silent as his body, which had been brought back from London to Glasgow, was carried to its resting place. In 1857 Elder had married Isabella Ure, and on his death he left her a considerable fortune, which she used generously for Govan, for Glasgow and especially the University. In 1883 she endowed the world's first Chair of Naval Architecture at the University of Glasgow, an act which was reciprocated in 1901 when the University awarded her an LLD on the occasion of its 450th anniversary.
    [br]
    Principal Honours and Distinctions
    President, Institution of Engineers and Shipbuilders in Scotland 1869.
    Further Reading
    Obituary, 1869, Engineer 28.
    1889, The Dictionary of National Biography, London: Smith Elder \& Co. W.J.Macquorn Rankine, 1871, "Sketch of the life of John Elder" Transactions of the
    Institution of Engineers and Shipbuilders in Scotland.
    Maclehose, 1886, Memoirs and Portraits of a Hundred Glasgow Men.
    The Fairfield Shipbuilding and Engineering Works, 1909, London: Offices of Engineering.
    P.M.Walker, 1984, Song of the Clyde, A History of Clyde Shipbuilding, Cambridge: PSL.
    R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge: Cambridge University Press (covers Elder's contribution to the development of steam engines).
    RLH / FMW

    Biographical history of technology > Elder, John

  • 73 Ellehammer, Jacob Christian Hansen

    SUBJECT AREA: Aerospace
    [br]
    b. 14 June 1871 South Zealand, Denmark
    d. b. 20 May 1946 Copenhagen, Denmark
    [br]
    Danish inventor who took out some four hundred patents for his inventions, including aircraft.
    [br]
    Flying kites as a boy aroused Ellehammer's interest in aeronautics, and he developed a kite that could lift him off the ground. After completing an apprenticeship, he started his own manufacturing business, whose products included motor cycles. He experimented with model aircraft as a sideline and used his mo tor-cycle experience to build an aero engine during 1903–4. It had three cylinders radiating from the crankshaft, making it, in all probability, the world's first air-cooled radial engine. Ellehammer built his first full-size aircraft in 1905 and tested it in January 1906. It ran round a circular track, was tethered to a central mast and was unmanned. A more powerful engine was needed, and by September Ellehammer had improved his engine so that it was capable of lifting him for a tethered flight. In 1907 Ellehammer produced a new five-cylinder radial engine and installed it in the first manned tri-plane, which made a number of free-flight hops. Various wing designs were tested and during 1908–9 Ellehammer developed yet another radial engine, which had six cylinders arranged in two rows of three. Ellehammer's engines had a very good power-to-weight ratio, but his aircraft designs lacked an understanding of control; consequently, he never progressed beyond short hops in a straight line. In 1912 he built a helicopter with contra-rotating rotors that was a limited success. Ellehammer turned his attention to his other interests, but if he had concentrated on his excellent engines he might have become a major aero engine manufacturer.
    [br]
    Bibliography
    1931, Jeg fløj [I Flew], Copenhagen (Ellehammer's memoirs).
    Further Reading
    C.H.Gibbs-Smith, 1965, The Invention of the Aeroplane 1799–1909, London (contains concise information on Ellehammer's aircraft and their performance).
    J.H.Parkin, 1964, Bell and Baldwin, Toronto (provides more detailed descriptions).
    JDS

    Biographical history of technology > Ellehammer, Jacob Christian Hansen

  • 74 Marcus, Siegfried

    [br]
    b. 18 September 1831 Malchin, Mecklenburg
    d. 30 June 1898 Vienna, Austria
    [br]
    German inventor, builder of the world's first self-propelled vehicle driven by an internal combustion engine.
    [br]
    Marcus was apprenticed as a mechanic and was employed in the newly founded enterprise of Siemens \& Halske in Berlin. He then went to Vienna and, from 1853, was employed in the workshop of the Imperial Court Mechanic, Kraft, and in the same year he was a mechanic in the Royal and Imperial Institute of Physics of the University of Vienna. In 1860 he became independent of the Imperial Court, but he installed an electrical bell system for the Empress Elizabeth and instructed the Crown Prince Rudolf in natural science.
    Marcus was granted thirty-eight patents in Austria, as well as many foreign patents. The magnetic electric ignition engine, for which he was granted a patent in 1864, brought him the biggest financial reward; it was introduced as the "Viennese Ignition" engine by the Austrian Navy and the pioneers of the Prussian and Russian armies. The engine was exhibited at the World Fair in Paris in 1867 together with the "Thermoscale" which was also constructed by Marcus; this was a magnetic/electric rotative engine for electric lighting and field telegraphy.
    Marcus's reputation is due mainly to his attempts to build a new internal combustion engine. By 1870 he had assembled a simple, direct-working internal combustion engine on a primitive chassis. This was, in fact, the first petrol-engined vehicle with electric ignition, and tradition records that when Marcus drove the vehicle in the streets of Vienna it made so much noise that the police asked him to remove it; this he did and did not persist with his experiments. Thus ended the trials of the world's first petrol-engined vehicle; it was running in 1875, ten years before Daimler and Benz were carrying out their early trials in Stuttgart.
    [br]
    Further Reading
    Austrian Dictionary of National Biography.
    IMcN

    Biographical history of technology > Marcus, Siegfried

  • 75 Maybach, Wilhelm

    [br]
    b. 9 February 1846 Heilbronn, Württemberg, Germany
    d. 14 December 1929 Stuttgart, Germany
    [br]
    German engineer and engine designer, inventor of the spray carburettor.
    [br]
    Orphaned at the age of 10, Maybach was destined to become one of the world's most renowned engine designers. From 1868 he was apprenticed as a draughtsman at the Briiderhaus Engineering Works in Reurlingen, where his talents were recognized by Gottlieb Daimler, who was Manager and Technical Director. Nikolaus Otto had by then developed his atmospheric engine and reorganized his company, Otto \& Langen, into Gasmotorenfabrik Deutz, of which he appointed Daimler Manager. After employment at a machine builders in Karlsruhe, in 1872 Maybach followed Daimler to Deutz where he worked as a partner on the design of high-speed engines: his engines ran at up to 900 rpm, some three times as fast as conventional engines of the time. Maybach made improvements to the timing, carburation and other features. In 1881 Daimler left the Deutz Company and set up on his own as a freelance inventor, moving with his family to Bad Cannstatt; in April 1882 Maybach joined him as Engineer and Designer to set up a partnership to develop lightweight high-speed engines suitable for vehicles. A motor cycle appeared in 1885 and a modified horse-drawn carriage was fitted with a Maybach engine in 1886. Other applications to small boats, fire-engine pumps and small locomotives quickly followed, and the Vee engine of 1890 that was fitted into the French Peugeot automobiles had a profound effect upon the new sport of motor racing. In 1895 Daimler won the first international motor race and the same year Maybach became Technical Director of the Daimler firm. In 1899 Emil Jellinek, Daimler agent in France and also Austro-Hungarian consul, required a car to compete with Panhard and Levassor, who had been victorious in the Paris-Bordeaux race; he wanted more power and a lower centre of gravity, and turned to Maybach with his requirements, the 35 hp Daimler- Simplex of 1901 being the outcome. Its performance and road holding superseded those of all others at the time; it was so successful that Jellinek immediately placed an order for thirty-six cars. His daughter's name was Mercedes, after whom, when the merger of Daimler and Benz came about, the name Mercedes-Benz was adopted.
    In his later years, Maybach designed the engine for the Zeppelin airships. He retired from the Daimler Company in 1907.
    [br]
    Principal Honours and Distinctions
    Society of German Engineers Grashof Medal (its highest honour). In addition to numerous medals and titles from technical institutions, Maybach was awarded an honorary doctorate from the Stuttgart Institute of Technology.
    Further Reading
    F.Schidberger, Gottlieb Daimler, Wilhelm Maybach and Karl Benz, Stuttgart: Daimler Benz AG.
    1961, The Annals of Mercedes-Benz Motor Vehicles and Engines, 2nd edn, Stuttgart: Daimler Benz AG.
    E.Johnson, 1986, The Dawn of Motoring.
    KAB / IMcN

    Biographical history of technology > Maybach, Wilhelm

  • 76 Ohain, Hans Joachim Pabst von

    SUBJECT AREA: Aerospace
    [br]
    b. 14 December 1911 Dessau, Germany
    [br]
    German engineer who designed the first jet engine to power an aeroplane successfully.
    [br]
    Von Ohain studied engineering at the University of Göttingen, where he carried out research on gas-turbine engines, and centrifugal compressors in particular. In 1935 he patented a design for a jet engine (in Britain, Frank Whittle patented his jet-engine design in 1930). Von Ohain was recruited by the Heinkel company in 1936 to develop an engine for a jet aircraft. Ernst Heinkel was impressed by von Ohain's ideas and gave the project a high priority. The first engine was bench tested in September 1937. A more powerful version was developed and tested in air, suspended beneath a Heinkel dive-bomber, during the spring of 1939. A new airframe was designed to house the revolutionary power plant and designated the Heinkel He 178. A short flight was made on 24 August 1939 and the first recognized flight on 27 August. This important achievement received only a lukewarm response from the German authorities. Von Ohain's turbojet engine had a centrifugal compressor and developed a thrust of 380 kg (837 lb). An improved, more powerful, engine was developed and installed in a new twin-engined fighter design, the He 280. This flew on 2 April 1941 but never progressed beyond the prototype stage. By this time two other German companies, BMW and Junkers, were constructing successful turbojets with axial compressors: luckily for the Allies, Hitler was reluctant to pour his hard-pressed resources into this new breed of jet fighters. After the war, von Ohain emigrated to the United States and worked for the Air Force there.
    [br]
    Bibliography
    1929, "The evolution and future of aeropropulsion system", The Jet Age. 40 Years of Jet Aviation, Washington, DC: National Air \& Space Museum, Smithsonian Institution.
    Further Reading
    Von Ohain's work is described in many books covering the history of aviation, and aero engines in particular, for example: R.Schlaifer and S.D.Heron, 1950, Development of Aircraft Engines and fuels, Boston. G.G.Smith, 1955, Gas Turbines and Jet Propulsion.
    Grover Heiman, 1963, Jet Pioneers.
    JDS

    Biographical history of technology > Ohain, Hans Joachim Pabst von

  • 77 Ricardo, Sir Harry Ralph

    [br]
    b. 26 January 1885 London, England
    d. 18 May 1974 Graffham, Sussex, England
    [br]
    English mechanical engineer; researcher, designer and developer of internal combustion engines.
    [br]
    Harry Ricardo was the eldest child and only son of Halsey Ricardo (architect) and Catherine Rendel (daughter of Alexander Rendel, senior partner in the firm of consulting civil engineers that later became Rendel, Palmer and Tritton). He was educated at Rugby School and at Cambridge. While still at school, he designed and made a steam engine to drive his bicycle, and by the time he went up to Cambridge in 1903 he was a skilled craftsman. At Cambridge, he made a motor cycle powered by a petrol engine of his own design, and with this he won a fuel-consumption competition by covering almost 40 miles (64 km) on a quart (1.14 1) of petrol. This brought him to the attention of Professor Bertram Hopkinson, who invited him to help with research on turbulence and pre-ignition in internal combustion engines. After leaving Cambridge in 1907, he joined his grandfather's firm and became head of the design department for mechanical equipment used in civil engineering. In 1916 he was asked to help with the problem of loading tanks on to railway trucks. He was then given the task of designing and organizing the manufacture of engines for tanks, and the success of this enterprise encouraged him to set up his own establishment at Shoreham, devoted to research on, and design and development of, internal combustion engines.
    Leading on from the work with Hopkinson were his discoveries on the suppression of detonation in spark-ignition engines. He noted that the current paraffinic fuels were more prone to detonation than the aromatics, which were being discarded as they did not comply with the existing specifications because of their high specific gravity. He introduced the concepts of "highest useful compression ratio" (HUCR) and "toluene number" for fuel samples burned in a special variable compression-ratio engine. The toluene number was the proportion of toluene in heptane that gave the same HUCR as the fuel sample. Later, toluene was superseded by iso-octane to give the now familiar octane rating. He went on to improve the combustion in side-valve engines by increasing turbulence, shortening the flame path and minimizing the clearance between piston and head by concentrating the combustion space over the valves. By these means, the compression ratio could be increased to that used by overhead-valve engines before detonation intervened. The very hot poppet valve restricted the advancement of all internal combustion engines, so he turned his attention to eliminating it by use of the single sleeve-valve, this being developed with support from the Air Ministry. By the end of the Second World War some 130,000 such aero-engines had been built by Bristol, Napier and Rolls-Royce before the piston aero-engine was superseded by the gas turbine of Whittle. He even contributed to the success of the latter by developing a fuel control system for it.
    Concurrent with this was work on the diesel engine. He designed and developed the engine that halved the fuel consumption of London buses. He invented and perfected the "Comet" series of combustion chambers for diesel engines, and the Company was consulted by the vast majority of international internal combustion engine manufacturers. He published and lectured widely and fully deserved his many honours; he was elected FRS in 1929, was President of the Institution of Mechanical Engineers in 1944–5 and was knighted in 1948. This shy and modest, though very determined man was highly regarded by all who came into contact with him. It was said that research into internal combustion engines, his family and boats constituted all that he would wish from life.
    [br]
    Principal Honours and Distinctions
    Knighted 1948. FRS 1929. President, Institution of Mechanical Engineers 1944–5.
    Bibliography
    1968, Memo \& Machines. The Pattern of My Life, London: Constable.
    Further Reading
    Sir William Hawthorne, 1976, "Harry Ralph Ricardo", Biographical Memoirs of Fellows of the Royal Society 22.
    JB

    Biographical history of technology > Ricardo, Sir Harry Ralph

  • 78 landing

    landing n
    посадка
    land v
    совершать посадку
    accuracy landing
    точная посадка
    achieve a smooth landing
    достигать плавной посадки
    aerodrome of intended landing
    аэродром предполагаемой посадки
    aft landing gear
    задняя опора шасси
    aircraft landing
    посадка воздушного судна
    aircraft landing measurement system
    система измерения посадочных параметров воздушного судна
    allowable landing weight
    допустимая посадочная масса
    all-weather landing capability
    способность выполнять посадку в сложных метеорологических условиях
    amphibious landing gear
    колесно-поплавковое шасси
    angle of landing
    посадочный угол
    approach landing
    заход на посадку
    arresting landing gear
    тормозной механизм
    asymmetric thrust landing
    посадка с асимметричной тягой
    autoflare landing
    посадка с автоматическим выравниванием
    automatic landing
    автоматическая посадка
    automatic landing system
    система автоматической посадки
    autorotation landing
    посадка на авторотации
    auxiliary landing field
    запасная посадочная площадка
    bad weather landing
    посадка в сложных метеоусловиях
    balked landing
    уход на второй круг
    balked landing path
    траектория прерванной посадки
    be forced landing
    быть вынужденным совершить посадку
    belly landing
    посадка с убранным шасси
    below the landing minima
    ниже посадочного минимума
    bicycle landing gear
    велосипедная шестерня
    blind landing
    посадка по приборам
    blind landing system
    система слепой посадки
    body landing gear
    фюзеляжное шасси
    bogie-type landing gear
    тележечное шасси
    bounced landing
    резкое вертикальное перемещение при посадке
    bumpy landing
    грубая посадка
    cantilever landing gear
    консольное шасси
    carry out a landing
    выполнять посадку
    castor landing gear
    шасси с ориентирующими колесами
    clear landing
    разрешать выполнение посадки
    collapsed landing gear
    поврежденное шасси
    commence the landing procedure
    начинать посадку
    commit landing
    принимать решение идти на посадку
    compulsory landing
    принудительная посадка
    contact landing
    посадка с визуальной ориентировкой
    conventional takeoff and landing aircraft
    воздушное судно обычной схемы взлета и посадки
    correct landing
    точная посадка
    crash landing
    аварийная посадка
    crash landing strip
    аварийная посадочная полоса
    cross-wind landing
    посадка при боковом ветре
    day landing
    посадка в светлое время суток
    dead-engine landing
    посадка с отказавшим двигателем
    dead-stick landing
    посадка с неработающим воздушным винтом
    deck landing
    посадка на палубу
    design landing mass
    расчетная посадочная масса
    design landing weight
    расчетная посадочная масса
    direction for landing
    направление посадки
    distress landing
    аварийная посадка
    downwind landing
    посадка по ветру
    dummy landing gear
    макетное шасси
    electronic landing aids system
    радиоэлектронная система посадочных средств
    emergency landing
    аварийная посадка
    emergency landing gear
    аварийное шасси
    emergency landing gear extension
    аварийный выпуск шасси
    emergency landing provisions
    меры на случай аварийной посадки
    engine-out landing
    посадка с отказавшим двигателем
    evacuation in crash landing
    покидание после аварийной посадки
    extend the landing gear
    выпускать шасси
    fail to extend landing gear
    ошибочно не выпускать шасси
    fail to retract landing gear
    ошибочно не убрать шасси
    fear-up landing
    посадка с убранным шасси
    fee per landing
    сбор за посадку
    fixed landing gear
    неубирающееся шасси
    flap landing position
    посадочное положение закрылков
    flapless landing
    посадка с убранными закрылками
    flaps landing setting
    установка закрылков на посадочный угол
    float-type landing gear
    поплавковое шасси
    forced landing
    вынужденная посадка
    forward retracting landing gear
    шасси, убирающееся вперед
    four-wheel bogie landing gear
    многоопорное тележечное шасси
    free-fall landing gear
    шасси, выпускающееся под действием собственной массы
    from landing operations
    действия после посадки
    from landing taxiing
    руление после посадки
    full-circle landing
    посадка с выполнением полного круга захода
    full-stop landing
    посадка с полной остановкой
    gear-down landing
    посадка с выпущенным шасси
    glide landing
    посадка с этапа планирования
    glide-path landing system
    глиссадная система посадки
    grass landing area
    посадочная площадка с травяным покрытием
    ground-controlled landing
    посадка по командам с земли
    ground taxi from landing operation
    руление после посадки
    hard landing
    грубая посадка
    helicopter-type landing
    посадка по вертолетному типу
    hull equipped landing gear
    поплавковое шасси
    improper landing flareout
    ошибка при выравнивании перед приземлением
    inadvertently retracted landing gear
    ошибочно убранное шасси
    instrument approach landing
    заход на посадку по приборам
    instrument landing
    посадка по приборам
    instrument landing approach
    заход на посадку по приборам
    instrument landing system
    система посадки по приборам
    intended landing
    ожидаемая посадка
    intermediate landing
    посадка на маршруте полета
    inward retracting landing gear
    шасси, убирающееся в фюзеляж
    kill the landing speed
    гасить посадочную скорость
    land after procedure
    послепосадочный маневр
    land downwind
    совершать посадку в направлении ветра
    landing accident
    происшествие при посадке
    landing aerodrome
    аэродром посадки
    landing after last light
    посадка после захода солнца
    landing aids
    посадочные средства
    landing approach speed
    скорость захода на посадку
    landing area facilities
    оборудование зоны посадки
    landing beacon
    посадочный маяк
    landing beam
    посадочный луч
    landing beside fix
    посадка вне намеченной точки
    landing capability
    управляемость при посадке
    landing capacity
    пропускная способность по числу посадок
    landing characteristics
    посадочные характеристики
    landing charge
    сбор за посадку
    landing chart
    схема посадки
    landing clearance
    разрешение на посадку
    landing clearance confirmation
    подтверждение разрешения на посадку
    landing conditions
    условия посадки
    landing configuration
    конфигурация при посадке
    landing control
    управление посадкой
    landing direction-finding station
    посадочная радиопеленгаторная станция
    landing direction indicator
    указатель направления посадки
    landing direction indicator lights
    огни указателя направления посадки
    landing direction lights
    огни направления посадки
    landing distance
    посадочная дистанция
    landing distance available
    располагаемая посадочная дистанция
    landing distance with reverse thrust
    посадочная дистанция при включенном реверсе
    landing field
    посадочная площадка
    landing flap
    посадочный щиток
    landing flare
    выравнивание перед приземлением
    landing flare path
    траектория выравнивания перед приземлением
    landing floodlight
    посадочный прожектор заливающего света
    landing forecast
    прогноз на момент посадки
    landing gear
    опора шасси
    landing gear bogie
    тележка шасси
    landing gear cycle
    цикл уборки - выпуска шасси
    landing gear door
    створка шасси
    landing gear door latch
    замок створки шасси
    landing gear drop tests
    динамические испытания шасси
    landing gear extention time
    время выпуска шасси
    landing gear fairing
    гондола шасси
    landing gear fulcrum
    траверса стойки шасси
    landing gear indication system
    система индикации положения шасси
    landing gear is down and locked
    шасси выпущено и установлено на замки выпущенного положения
    landing gear locking pin
    предохранительный штырь шасси
    landing gear malfunction
    отказ механизма уборки - выпуска шасси
    landing gear operating speed
    скорость выпуска - уборки шасси
    landing gear pilot
    ось вращения стойки шасси
    landing gear pilot pin
    цапфа шасси
    landing gear position indicator
    указатель положения шасси
    landing gear shock strut
    амортизационная опора шасси
    landing gear spat
    обтекатель шасси
    (не убирающегося в полете) landing gear tread
    колея шасси
    landing gear well
    ниша шасси
    landing gear well dome
    ниша отсека шасси
    landing gear wheel
    колесо опоры шасси
    landing guidance system
    система управления посадкой
    landing heading
    посадочный курс
    landing headlight
    посадочная фара
    landing instruction
    информация по условиям посадки
    landing lights
    посадочные огни
    landing load
    посадочная нагрузка
    landing mass
    посадочная масса
    landing minima
    минимум для посадки
    landing noise
    шум при посадке
    landing off the aerodrome
    посадка вне аэродрома
    landing operation
    посадка
    landing pattern
    схема посадки
    landing performance
    посадочная характеристика
    landing procedure
    схема посадки
    landing request
    запрос на посадку
    landing roll
    послепосадочный пробег
    landing roll operation
    пробег
    landing run
    пробег при посадке
    landing runway
    ВПП, открытая только для посадок
    landing sequence
    очередность посадки
    landing sign
    посадочный знак
    landing site
    посадочная площадка
    (для вертолетов) landing speed
    посадочная скорость
    landing strip
    посадочная полоса
    (с грунтовым покрытием) landing sudden windshift
    внезапное изменение ветра при посадке
    landing system
    система посадки
    landing technique
    способ посадки
    landing tee
    посадочное Т
    landing transition segment
    участок перехода к этапу посадки
    landing turn
    разворот на посадку
    landing water run
    пробег при посадке на воду
    landing weight
    посадочная масса
    landing windshear
    сдвиг ветра при посадке
    land into the wind
    выполнять посадку против ветра
    land into wind
    совершать посадку против ветра
    land on water
    совершать посадку на воду
    land the aircraft
    приземлять воздушное судно
    land vertically
    совершать посадку вертикально
    lateral drift landing
    посадка с боковым сносом
    level landing
    посадка на две точки
    levered landing gear
    рычажное шасси
    lock the landing gear
    ставить шасси на замки
    lock the landing gear down
    ставить шасси на замок выпущенного положения
    lock the landing gear up
    ставить шасси на замок убранного положения
    lower the landing gear
    выпускать шасси
    low visibility landing
    посадка при ограниченной видимости
    main landing gear
    основная опора шасси
    main landing gear beam
    балка основной опоры шасси
    maximum permitted landing weight
    максимально допустимая посадочная масса
    minimum landing speed
    минимальная посадочная скорость
    night landing
    посадка в темное время суток
    nonretractable landing gear
    неубирающееся шасси
    nose landing gear
    передняя опора шасси
    nose landing gear door
    створка передней опоры шасси
    off-field landing
    посадка вне летного поля
    overshooting landing
    посадка с выкатыванием
    overweight landing
    посадка с превышением допустимой посадочной массы
    pancake landing
    посадка с парашютированием
    partial flap landing
    посадка с частично выпущенными закрылками
    pontoon equipped landing gear
    поплавковое шасси
    power-off autorotative landing
    посадка в режиме авторотации в выключенным двигателем
    power-on landing
    посадка с работающим двигателем
    precision landing
    точная посадка
    prematurely retracted landing gear
    преждевременно убранное шасси
    prepared landing area
    подготовленная посадочная площадка
    prepare for landing
    приготавливаться к посадке
    priority landing
    внеочередная посадка
    prohibition of landing
    запрещение посадки
    quadricycle landing gear
    четырехколесное шасси
    radar landing minima
    посадочный минимум при радиолокационном обеспечении
    radio-beacon landing system
    радиомаячная система посадки
    raise the landing gear
    убирать шасси
    rearward retracting landing gear
    шасси, убирающееся назад
    rebound landing
    посадка с повторным ударом после касания ВПП
    reduced takeoff and landing aircraft
    воздушное судно укороченного взлета и посадки
    release the landing gear
    снимать шасси с замков убранного положения
    release the landing gear lock
    снимать шасси с замка
    retractable landing gear
    убирающееся шасси
    retract the landing gear
    убирать шасси
    reverse-thrust landing
    посадка с использованием реверса тяги
    rough landing
    грубая посадка
    run from landing
    послепосадочный пробег
    running landing
    посадка по-самолетному
    run out the landing gear
    выпускать шасси
    safe landing
    безопасная посадка
    semilevered landing gear
    полурычажное шасси
    short landing
    посадка с коротким пробегом
    short takeoff and landing aircraft
    воздушное судно короткого взлета и посадки
    single-skid landing gear
    однополозковое шасси
    skid-equipped landing gear
    полозковое шасси
    ski-equipped landing gear
    лыжное шасси
    smooth landing
    плавная посадка
    speed in landing configuration
    скорость при посадочной
    (конфигурации воздушного судна) spot landing
    посадка на точность приземления
    stall landing
    посадка на критическом угле атаки
    steerable landing gear
    управляемое шасси
    straight-in landing
    посадка с прямой
    supplementary landing gear
    вспомогательное шасси
    tail-down landing
    посадка на хвост
    tailwheel landing gear
    шасси с хвостовой опорой
    take-off and landing characteristics
    взлетно-посадочные характеристики
    talk-down landing
    посадка по командам с земли
    test landing
    испытательная посадка
    three-point landing
    посадка на три точки
    touch-and-go landing
    посадка с немедленным взлетом после касания
    trend-type landing
    посадка с упреждением сноса
    tricycle landing gear
    трехопорное шасси
    two-point landing
    посадка на две точки
    unlatch the landing gear
    снимать шасси с замков
    unobstructed landing area
    зона приземления
    upwind landing
    посадка против ветра
    vertical landing
    вертикальная посадка
    vertical takeoff and landing aircraft
    воздушное судно вертикального взлета и посадки
    visual landing
    визуальная посадка
    visually judged landing
    визуальная посадка по наземным ориентирам
    water landing
    посадка на воду
    wheel landing gear
    колесное шасси
    wheels-down landing
    посадка с выпущенным шасси
    wheels-up landing
    посадка с убранным шасси
    whilst landing
    при посадке
    wide-track landing gear
    ширококолейное шасси
    wind-assisted landing gear
    шасси с использованием скоростного напора
    wind landing gear
    крыльевая опора шасси
    zero-zero landing
    посадка при нулевой видимости

    English-Russian aviation dictionary > landing

  • 79 search

    sə: 
    1. verb
    1) ((often with for) to look for something by careful examination: Have you searched through your pockets thoroughly?; I've been searching for that book for weeks.) buscar
    2) ((of the police etc) to examine, looking for eg stolen goods: He was taken to the police station, searched and questioned.) cachear, registrar

    2. noun
    (an act of searching: His search did not take long.) búsqueda, registro, cacheo
    - searching
    - searchingly
    - searchlight
    - search party
    - search warrant
    - in search of
    search1 n búsqueda
    after a long search, they found the lost child después de una larga búsqueda, encontraron al niño perdido
    search2 vb
    1. buscar
    I searched everywhere, but I couldn't find her busqué por todas partes, pero no la encontré
    2. registrar
    tr[sɜːʧ]
    1 (gen) búsqueda ( for, de); (of building) registro; (of person) cacheo; (of records, files, etc) inspección nombre femenino, examen nombre masculino
    1 (gen) buscar ( for, -); (records, files) buscar en, examinar; (building, suitcase, etc) registrar; (person) cachear, registrar
    ■ volunteers are searching the woods for the missing child unos voluntarios están registrando el bosque en busca del niño desaparecido
    1 (gen) buscar ( through, entre); (pockets) registrar
    \
    SMALLIDIOMATIC EXPRESSION/SMALL
    in search of en busca de
    search me! ¡yo qué sé!, ¡ni idea!
    to search one's conscience examinar la conciencia
    to search one's memory hacer memoria
    search party equipo de rescate
    search warrant orden nombre femenino de registro
    search ['sərʧ] vt
    : registrar (un edificio, un área), cachear (a una persona), buscar en
    search vi
    to search for : buscar
    : búsqueda f, registro m (de un edificio, etc.), cacheo m (de una persona)
    n.
    (§ pl.: searches) = busca s.f.
    • buscada s.f.
    • búsqueda s.f.
    • examen s.m.
    • indagación s.f.
    • localización s.f.
    • pesquisa s.f.
    • registro s.m.
    v.
    • buscar v.
    • cachear v.
    • examinar v.
    • explorar v.
    • localizar v.
    • registrar v.
    • solicitar v.

    I
    1. sɜːrtʃ, sɜːtʃ
    transitive verb \<\<building\>\> registrar, catear (Méx), esculcar* (Col, Méx); \<\<person\>\> cachear, registrar, catear (Méx), requisar (Col); \<\<luggage\>\> registrar, revisar (AmL), esculcar* (Col, Méx); \<\<records/files\>\> buscar* en, examinar

    to search something/somebody FOR something: she searched the attic for the letters revolvió el ático buscando las cartas; they searched him for drugs lo cachearon (or registraron etc) para ver si tenía drogas; search me! — (colloq) yo qué sé! (fam)


    2.
    vi buscar*

    to search FOR something/somebody — buscar* algo/a alguien

    to search THROUGH something: she searched through his papers for his will — buscó su testamento entre sus papeles

    Phrasal Verbs:

    II
    a) (hunt, quest)

    search (FOR something/somebody) — búsqueda f (de algo/alguien)

    b) (examination, scrutiny - of building, pockets) registro m, esculque m (Col, Méx); (- of records, documents) inspección f, examen m

    body search — cacheo m, requisa f (AmL), cateo m (Méx)

    c) ( Comput) búsqueda f
    [sɜːtʃ]
    1. N
    1) (=hunt) búsqueda f ( for de)

    after a long search I found the key — después de mucho buscar, encontré la llave

    police launched a massive search for the killer — la policía ha emprendido una enorme operación de búsqueda para encontrar al asesino

    • in search of — en busca de

    • to make or conduct a search — llevar a cabo una búsqueda

    • search and rescue — búsqueda y rescate

    2) (=inspection) [of building, place] registro m ; [of records] inspección f

    • she had to submit to a body search — tuvo que dejar que la registraran or cachearan

    • police made a thorough search of the premises — la policía registró todo el local

    3) (Comput) búsqueda f
    4) (Brit) (Jur) comprobación de datos de un inmueble en el registro de la propiedad

    to get a (local authority) search done — ≈ sacar una nota simple en el registro de la propiedad (Sp)

    2. VT
    1) [+ building, luggage, pockets] registrar, catear (Mex); [+ person] registrar, cachear, catear (Mex)

    • to search sth/sb ( for sth/sb), he searched his pockets for change — se miró los bolsillos en busca de monedas

    they were searched for weapons as they left — los registraron or cachearon or (Mex) catearon a la salida para ver si llevaban armas

    • to search high and low (for sth/sb) — remover el cielo y la tierra (en busca de algo/algn)

    • search me! * — ¡yo qué sé!, ¡ni idea!

    2) (=scan) [+ documents, records] examinar

    • to search one's memory — hacer memoria

    3) (Comput) buscar en
    3.

    • to search after truth/happiness — buscar la verdad/la felicidad

    • to search for sth/sb — buscar algo/a algn

    • to search through sth (for sth), rescuers searched through the rubble for survivors — los del equipo de rescate buscaron supervivientes entre los escombros

    4.
    CPD

    search algorithm N — = search engine algorithm

    search engine N — (Internet) buscador m, motor m de búsqueda

    search engine algorithm N — algoritmo m de motor de búsqueda

    search engine marketing N — márketing m de motor de búsqueda

    search engine optimization N — optimización f para buscadores, posicionamiento m en buscadores

    search party N — pelotón m de búsqueda

    search warrant N — orden f de registro

    * * *

    I
    1. [sɜːrtʃ, sɜːtʃ]
    transitive verb \<\<building\>\> registrar, catear (Méx), esculcar* (Col, Méx); \<\<person\>\> cachear, registrar, catear (Méx), requisar (Col); \<\<luggage\>\> registrar, revisar (AmL), esculcar* (Col, Méx); \<\<records/files\>\> buscar* en, examinar

    to search something/somebody FOR something: she searched the attic for the letters revolvió el ático buscando las cartas; they searched him for drugs lo cachearon (or registraron etc) para ver si tenía drogas; search me! — (colloq) yo qué sé! (fam)


    2.
    vi buscar*

    to search FOR something/somebody — buscar* algo/a alguien

    to search THROUGH something: she searched through his papers for his will — buscó su testamento entre sus papeles

    Phrasal Verbs:

    II
    a) (hunt, quest)

    search (FOR something/somebody) — búsqueda f (de algo/alguien)

    b) (examination, scrutiny - of building, pockets) registro m, esculque m (Col, Méx); (- of records, documents) inspección f, examen m

    body search — cacheo m, requisa f (AmL), cateo m (Méx)

    c) ( Comput) búsqueda f

    English-spanish dictionary > search

  • 80 flood

    1. noun
    1) Überschwemmung, die

    the Flood — (Bibl.) die Sintflut; attrib.

    flood area — Überschwemmungsgebiet, das

    2) (of tide) Flut, die
    2. intransitive verb
    1) [Fluss:] über die Ufer treten

    there's danger of flooding — es besteht Überschwemmungsgefahr

    2) (fig.) strömen
    3. transitive verb
    1) überschwemmen; (deluge) unter Wasser setzen
    2) (fig.) überschwemmen
    * * *
    1. noun
    1) (a great overflow of water: If it continues to rain like this, we shall have floods.) die Überschwemmung
    2) (any great quantity: a flood of fan mail.) die Flut
    2. verb
    (to (cause something to) overflow with water: She left the water running and flooded the kitchen.) unter Wasser setzen
    - academic.ru/28154/floodlight">floodlight
    3. [-lit] verb
    (to light with floodlights.) anstrahlen
    - floodlighting
    - floodlit
    - flood-tide
    * * *
    [flʌd]
    I. n
    1. (flowing) Überschwemmung f, Hochwasser nt kein pl
    we had a \flood in the cellar wir hatten den Keller unter Wasser
    when the snow melts, this little stream becomes a \flood wenn der Schnee schmilzt, wird dieser kleine Bach ein reißender Fluss
    to be in full \flood ( fig) activity, discussion in vollem Gang sein
    ▪ the F\flood REL die Sintflut
    2. (outpouring) Flut f, Schwall m
    a \flood of cheap imports came into the shops ein ganzer Schwung Billigimporte kam in die Läden
    to let out a \flood of abuse eine Schimpfkanonade loslassen
    \flood of calls/letters eine Flut von Anrufen/Briefen
    \flood of complaints ein Haufen m Beschwerden
    \flood of tears Strom m von Tränen
    \flood of words Redeschwall m
    \flood [tide] Flut f
    on the \flood bei [o mit der] Flut
    4.
    ▶ before the F\flood ( hum) vorsintflutlich hum
    II. vt
    ▪ to \flood sth
    1. (overflow) etw überschwemmen [o überfluten]; (deluge) kitchen, bathroom etw unter Wasser setzen
    don't \flood the bathtub lass die Badewanne nicht überlaufen
    2. ( fig: overwhelm) etw überschwemmen [o überfluten]
    the calls for tickets \flooded the switchboard die Kartenanfragen führten zu einer völligen Überlastung der Telefonzentrale
    to be \flooded with joy überglücklich sein
    to be \flooded with responses mit Antworten überhäuft werden
    3. AUTO (supply) carburettor, engine etw absaufen lassen fam
    4. (fill with water) a dam, submarine, valley etw fluten fachspr; a river etw über die Ufer treten lassen
    III. vi
    1. (overflow) place überschwemmt werden, unter Wasser stehen; river über die Ufer treten; container, bathtub überlaufen
    2. ( fig: pour) strömen, sich akk ergießen geh
    ▪ to \flood into sb/sth jdn/etw überschwemmen [o überfluten]
    donations are \flooding into the relief fund Spenden gehen zu Tausenden bei dem Hilfsfonds ein
    colour \flooded into her cheeks sie wurde ganz rot im Gesicht
    anger \flooded into him Wut stieg in ihm hoch
    * * *
    [flʌd]
    1. n
    1) (of water) Flut f

    floods — Überschwemmung f, Hochwasser nt; (in several places) Überschwemmungen pl, Hochwasser nt

    2) (fig) Flut f, Schwall m

    she was in floods of tears —

    3) Flut f
    2. vt
    1) fields, roads, town überschwemmen, unter Wasser setzen

    the village/cellar was flooded — das Dorf/der Keller war überschwemmt or stand unter Wasser

    to flood the engine — den Motor absaufen lassen (inf)

    2) (storm, rain) river, stream über die Ufer treten lassen
    3) (fig) überschwemmen, überfluten

    flooded with calls/complaints — mit Anrufen/Beschwerden überhäuft

    flooded with light — lichtdurchflutet, von Licht durchflutet

    4) (COMM)
    3. vi
    1) (river) über die Ufer treten; (bath etc) überfließen, überlaufen; (cellar) unter Wasser stehen; (garden, land) überschwemmt werden
    2) (people) strömen, sich ergießen (geh)
    * * *
    flood [flʌd]
    A s
    1. Flut f, strömende Wassermasse
    2. Überschwemmung f (auch fig), Hochwasser n:
    be in flood Hochwasser führen;
    the Flood BIBEL die Sintflut
    3. Flut f (Ggs Ebbe):
    on the flood mit der Flut, bei Flut
    4. poet Flut f, Fluten pl (See, Strom etc)
    5. fig Flut f, Strom m, Schwall m:
    there was a flood of complaints es hagelte Beschwerden;
    a flood of letters eine Flut von Briefen;
    a flood of tears ein Tränenstrom;
    she was in floods of tears sie zerfloss in Tränen;
    a flood of words ein Wortschwall
    B v/t
    1. überschwemmen, -fluten (beide auch fig):
    be flooded under unter Wasser stehen;
    flood the market WIRTSCH den Markt überschwemmen;
    be flooded out with letters mit Briefen überschwemmt werden;
    be flooded with light in Licht getaucht sein
    2. unter Wasser setzen
    a) durch eine Überschwemmung obdachlos werden,
    b) wegen einer Überschwemmung evakuiert werden müssen
    4. SCHIFF fluten
    5. flood the carburet(t)or ( oder engine) AUTO den Motor absaufen lassen umg
    6. einen Fluss etc anschwellen oder über die Ufer treten lassen (Regen etc)
    7. mit Licht überfluten
    8. fig strömen in (akk), sich ergießen über (akk)
    C v/i
    1. fluten, strömen, sich ergießen (alle auch fig):
    flood in hereinströmen
    2. (Fluss etc)
    a) anschwellen
    b) über die Ufer treten
    3. überfließen, -laufen (Bad etc)
    4. überschwemmt werden
    5. MED an Gebärmutterblutung(en) oder übermäßiger Monatsblutung leiden
    * * *
    1. noun
    1) Überschwemmung, die

    the Flood — (Bibl.) die Sintflut; attrib.

    flood area — Überschwemmungsgebiet, das

    2) (of tide) Flut, die
    2. intransitive verb
    1) [Fluss:] über die Ufer treten
    2) (fig.) strömen
    3. transitive verb
    1) überschwemmen; (deluge) unter Wasser setzen
    2) (fig.) überschwemmen
    * * *
    n.
    Flut -en f.
    Hochwasser (Überschwemmung) n.
    Überschwemmung f. v.
    ersaufen (Motor) v.
    überfluten v.
    überschwemmen v.

    English-german dictionary > flood

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