royal honours

1. прил. king's; czar's, tsar's; tsarist, czarist; royal, kingly, regal

(царствен) regal, kinglike

царски режим tsarist regime

царски почести royal honours

царски син a royal prince

царска дъщеря a royal princess

царски врата църк. holy gates

царска вода хим. aqua regia

царският път the public road; the king's highway?

прен. the beaten track

2. fine, fit for a king

царско ядене a dish fit for a king

3. regally, royally

4. разг. tiptop, fine; in clover

живея царски live on/off the fat of the land, live in clover

царски съм I'm fine. I'm in clover

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ца̀рски,

прил., -а, -о, -и 1. king’s; czar’s, tsarist, czarist; royal, kingly, regal; вървя по \царскиия път follow the beaten track; \царскиа власт monarchy, regal power; \царскиа вода хим. aqua regia; \царскиа Русия истор. czarist/imperial Russia; \царскии врата църк. holy gates; \царскии почести royal honours; \царскиият път the public road; the king’s highway; прен. the beaten track;

2. fine, fit for a king; \царскио ядене a dish fit for a king.

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1. regally, royally;

2. разг. tiptop, fine; in clover; • живея \царски live on/off the fat of the land, live in clover.

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king's ; czar's; regal ; royal: царски honors - царски почести, a царски princess - царска дъщеря; (нар.): regally ; royally

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1. n

- dinner in honour of smb.

- luncheon in honour of smb.

- reception in honour of smb.

- guard of honour

- maid of honour

- peace with honour

- seat of honour

- place of honour

- point of honour

- roll of honour

- pay honour

- give honour

- I hold it an honour to be your chairman

- special honours

- royal honours

- accord smb. full military honours

- render special honours

- military honours

- naval honours

- civil honours

2. v

1) почитать, чтить

2) удостаивать

- be honoured to invite smb.

3) соблюдать (условия); выполнять (обязательства)

- honour one's commitments

- honour one's obligations

- honour one's pledges

4) эк. акцептовать (тратту)

5) эк. обеспечить (банкноты металлическим покрытием)

I n честь, почесть, шана, повага, шанування

- civil honours громадянські почесті

- military honours військові почесті

- naval honours військово-морські почесті

- royal honours королівські почесті

- special honours особливі почесті

- dinner in honour of smbd. обід на чиюсь честь

- guard of honour почесна варта

- peace with honour почесний мир, мир на почесних умовах

- place of honour почесне місце

- reception in honour of smbd. прийом на чиюсь честь

- seat of honour почесне місце

- to give honour виявляти повагу, віддавати пошану

- to pay honour виявляти повагу, віддавати пошану

- to render the honours віддавати почесті

II v дотримувати (умов); виконувати (зобов'язання)

- to honour one's commitments виконати свої зобов'язання

- to honour one's obligations виконати свої зобов'язання

- to honour one's pledges виконати свої зобов'язання

1) прил. к царь, царица; tsar's, czar's [zɑːz]; regal

2) ( относящийся к монархии) tsarist, czarist ['zɑː-]

3) (роскошный, великолепный) royal; regal

••

почест|ь - ж. honor;
воздавать ~и кому-л. pay*/do* honor to smb.

1. tsar's, czar's; (перен.) royal; regal

2. ( относящийся к монархии) tsarist, czarist

regal/royal honours

- воздавать почести

SUBJECT AREA: Chemical technology, Weapons and armour

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His family came from Germany and he was the son of a music master. He first became interested in science at the age of 14, when visiting his mineralogist uncle in Hamburg, and studied chemistry at the Royal Polytechnic Institution in London. In 1845 he became one of the twenty-six founding students, under A.W.von Hofmann, of the Royal College of Chemistry. Such was his aptitude for the subject that within two years he became von Hermann's assistant and demonstrator. In 1851 Abel was appointed Lecturer in Chemistry, succeeding Michael Faraday, at the Royal Military Academy, Woolwich, and it was while there that he wrote his Handbook of Chemistry, which was co-authored by his assistant, Charles Bloxam.

Abel's four years at the Royal Military Academy served to foster his interest in explosives, but it was during his thirty-four years, beginning in 1854, as Ordnance Chemist at the Royal Arsenal and at Woolwich that he consolidated and developed his reputation as one of the international leaders in his field. In 1860 he was elected a Fellow of the Royal Society, but it was his studies during the 1870s into the chemical changes that occur during explosions, and which were the subject of numerous papers, that formed the backbone of his work. It was he who established the means of storing gun-cotton without the danger of spontaneous explosion, but he also developed devices (the Abel Open Test and Close Test) for measuring the flashpoint of petroleum. He also became interested in metal alloys, carrying out much useful work on their composition. A further avenue of research occurred in 1881 when he was appointed a member of the Royal Commission set up to investigate safety in mines after the explosion that year in the Sealham Colliery. His resultant study on dangerous dusts did much to further understanding on the use of explosives underground and to improve the safety record of the coal-mining industry. The achievement for which he is most remembered, however, came in 1889, when, in conjunction with Sir James Dewar, he invented cordite. This stable explosive, made of wood fibre, nitric acid and glycerine, had the vital advantage of being a "smokeless powder", which meant that, unlike the traditional ammunition propellant, gunpowder ("black powder"), the firer's position was not given away when the weapon was discharged. Although much of the preliminary work had been done by the Frenchman Paul Vieille, it was Abel who perfected it, with the result that cordite quickly became the British Army's standard explosive.

Abel married, and was widowed, twice. He had no children, but died heaped in both scientific honours and those from a grateful country.

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SUBJECT AREA: Ports and shipping

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Following early education at Devonport, White passed the Royal Dockyard entry examination in 1859 to commence a seven-year shipwright apprenticeship. However, he was destined for greater achievements and in 1863 passed the Admiralty Scholarship examinations, which enabled him to study at the Royal School of Naval Architecture at South Kensington, London. He graduated in 1867 with high honours and was posted to the Admiralty Constructive Department. Promotion came swiftly, with appointment to Assistant Constructor in 1875 and Chief Constructor in 1881.

In 1883 he left the Admiralty and joined the Tyneside shipyard of Sir W.G. Armstrong, Mitchell \& Co. at a salary of about treble that of a Chief Constructor, with, in addition, a production bonus based on tonnage produced! At the Elswick Shipyard he became responsible for the organization and direction of shipbuilding activities, and during his relatively short period there enhanced the name of the shipyard in the warship export market. It is assumed that White did not settle easily in the North East of England, and in 1885, following negotiations with the Admiralty, he was released from his five-year exclusive contract and returned to public service as Director of Naval Construction and Assistant Controller of the Royal Navy. (As part of the settlement the Admiralty released Philip Watts to replace White, and in later years Watts was also to move from that same shipyard and become White's successor as Director of Naval Construction.) For seventeen momentous years White had technical control of ship production for the Royal Navy. The rapid building of warships commenced after the passing of the Naval Defence Act of 1889, which authorized directly and indirectly the construction of around seventy vessels. The total number of ships built during the White era amounted to 43 battleships, 128 cruisers of varying size and type, and 74 smaller vessels. While White did not have the stimulation of building a revolutionary capital ship as did his successor, he did have the satisfaction of ensuring that the Royal Navy was equipped with a fleet of all-round capability, and he saw the size, displacement and speed of the ships increase dramatically.

In 1902 he resigned from the Navy because of ill health and assumed several less onerous tasks. During the construction of the Cunard Liner Mauretania on the Tyne, he held directorships with the shipbuilders Swan, Hunter and Wigham Richardson, and also the Parsons Marine Turbine Company. He acted as a consultant to many organizations and had an office in Westminster. It was there that he died in February 1913.

White left a great literary legacy in the form of his esteemed Manual of Naval Architecture, first published in 1877 and reprinted several times since in English, German and other languages. This volume is important not only as a text dealing with first principles but also as an illustration of the problems facing warship designers of the late nineteenth century.

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SUBJECT AREA: Broadcasting, Telecommunications

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After early ambitions to become a professional cricketer, Appleton went to St John's College, Cambridge, where he studied under J.J.Thompson and Ernest Rutherford. His academic career interrupted by the First World War, he served as a captain in the Royal Engineers, carrying out investigations into the propagation and fading of radio signals. After the war he joined the Cavendish Laboratory, Cambridge, as a demonstrator in 1920, and in 1924 he moved to King's College, London, as Wheatstone Professor of Physics.

In the following decade he contributed to developments in valve oscillators (in particular, the "squegging" oscillator, which formed the basis of the first hard-valve time-base) and gained international recognition for research into electromagnetic-wave propagation. His most important contribution was to confirm the existence of a conducting ionospheric layer in the upper atmosphere capable of reflecting radio waves, which had been predicted almost simultaneously by Heaviside and Kennelly in 1902. This he did by persuading the BBC in 1924 to vary the frequency of their Bournemouth transmitter, and he then measured the signal received at Cambridge. By comparing the direct and reflected rays and the daily variation he was able to deduce that the Kennelly- Heaviside (the so-called E-layer) was at a height of about 60 miles (97 km) above the earth and that there was a further layer (the Appleton or F-layer) at about 150 miles (240 km), the latter being an efficient reflector of the shorter radio waves that penetrated the lower layers. During the period 1927–32 and aided by Hartree, he established a magneto-ionic theory to explain the existence of the ionosphere. He was instrumental in obtaining agreement for international co-operation for ionospheric and other measurements in the form of the Second Polar Year (1932–3) and, much later, the International Geophysical Year (1957–8). For all this work, which made it possible to forecast the optimum frequencies for long-distance short-wave communication as a function of the location of transmitter and receiver and of the time of day and year, in 1947 he was awarded the Nobel Prize for Physics.

He returned to Cambridge as Jacksonian Professor of Natural Philosophy in 1939, and with M.F. Barnett he investigated the possible use of radio waves for radio-location of aircraft. In 1939 he became Secretary of the Government Department of Scientific and Industrial Research, a post he held for ten years. During the Second World War he contributed to the development of both radar and the atomic bomb, and subsequently served on government committees concerned with the use of atomic energy (which led to the establishment of Harwell) and with scientific staff.

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SUBJECT AREA: Aerospace

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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.

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