-
1 successive wheel
Englsh-Russian aviation and space dictionary > successive wheel
-
2 wheel
колесо; штурвал ( управления) ; pl. шасси"light on the wheel" — разг. «едва касаясь ВПП колёсами»
hydraulically powered landing gear wheels — колеса шасси с гидроприводом (напр. для заруливания вертолёта после складывания лопастей несущего винта)
nose (gear) steering wheel — штурвал управления носовым шасси [разворотом передней стойки]
turbine wheel with integral shaft — рабочее колесо турбины, выполненное заодно с валом
wheels down and locked — «шасси вышло и встало на замки»
-
3 rnethod
метод, способamplitude (comparison) radio direction finding rnethod — амплитудный метод радиопеленгации (измерением амплитуд принимаемых сигналов)
battlebook calculus (operations simulation) rnethod — метод моделирования боевых операций (по перечню основных операционных принципов)
fording rnethod for (water obstacle) crossing — форсирование водной преграды с переправой (машин) вброд
graphic traverse rnethod of obtaining (position) coordinates — полигонометрический метод определения координат (ОП)
one-man, one-sight rnethod — способ наводки (орудия) одним наводчиком с одним прицелом
two-men, two-sights rnethod — способ наводки (орудия) взаимным визированием (двумя наводчиками с двумя прицелами)
visual (nuclear) damage estimation rnethod — визуальный метод определения вероятного поражения цели при ЯУ
— clock face rnethod— two-station observation rnethod -
4 संसृति
saṉ-sṛitif. course, revolution, (esp.) passage through successive states of existence, course of mundane existence, transmigration, the world (- cakra n. andﾠ - cakra-vāla n. the wheel orﾠ circle of mundane existence), AshṭivS. BhP.
-
5 barrage
заградительный огонь; огневой вал; залп (напр. РСЗО) ; заграждение; заградительная (радио)помеха; заградительное бомбометание; артиллерийская подготовка; огневой налет; разг. артиллерийский огонь -
6 Blickensderfer, George Canfield
SUBJECT AREA: Paper and printing[br]b. 1850 Erie, Pennsylvania, USAd. 14 August 1917[br]American maker of the first successful portable typewriter and the first electric typewriter.[br]Blickensderfer was educated at the academy in Erie and at Allegheny College. He seems to have followed a business career, and in the course of his travels he became aware of the need for a simple, durable, but portable typewriter. He was in business in Stanford, Connecticut, where he developed but did not patent a number of typewriters, including a machine in which a type wheel could print short words such as "an" and "as" by depressing a single key. In 1889 he set up the Blickensderfer Manufacturing Company to perfect and mass-produce the machine he had in mind. He needed two years to test and perfect the model, and in 1891 work started on the factory that was to manufacture it. On the verge of mass-production in 1893, he produced a few machines for the Chicago World Exhibition in that year. Their success was sensational, and the "Blickensderfer" received the highest accolades from the judges, who hailed it as "extraordinary progress in the art of typewriting". The "Blickensderfer" appeared with successive modifications in the following years: they were durable, lightweight machines, with interchangeable type wheels, and were the first widely-used readily-portable typewriters.Around 1902 Blickensderfer produced the first electric typewriter. A few electric machines were produced and some were sent to Europe, including England, but they are now very rare. One Blick Electric has been preserved in the Beeching Typewriter Collection in Bournemouth, England.[br]Further ReadingM.H.Adler, 1973, The Writing Machine, London: Allen \& Unwin.Historische Burowelt 10 (July 1985):11 (provides brief biographical details in German with an English summary).LRDBiographical history of technology > Blickensderfer, George Canfield
-
7 Churchward, George Jackson
[br]b. 31 January 1857 Stoke Gabriel, Devon, Englandd. 19 December 1933 Swindon, Wiltshire, England[br]English mechanical engineer who developed for the Great Western Railway a range of steam locomotives of the most advanced design of its time.[br]Churchward was articled to the Locomotive Superintendent of the South Devon Railway in 1873, and when the South Devon was absorbed by the Great Western Railway in 1876 he moved to the latter's Swindon works. There he rose by successive promotions to become Works Manager in 1896, and in 1897 Chief Assistant to William Dean, who was Locomotive Carriage and Wagon Superintendent, in which capacity Churchward was allowed extensive freedom of action. Churchward eventually succeeded Dean in 1902: his title changed to Chief Mechanical Engineer in 1916.In locomotive design, Churchward adopted the flat-topped firebox invented by A.J.Belpaire of the Belgian State Railways and added a tapered barrel to improve circulation of water between the barrel and the firebox legs. He designed valves with a longer stroke and a greater lap than usual, to achieve full opening to exhaust. Passenger-train weights had been increasing rapidly, and Churchward produced his first 4–6– 0 express locomotive in 1902. However, he was still developing the details—he had a flair for selecting good engineering practices—and to aid his development work Churchward installed at Swindon in 1904 a stationary testing plant for locomotives. This was the first of its kind in Britain and was based on the work of Professor W.F.M.Goss, who had installed the first such plant at Purdue University, USA, in 1891. For comparison with his own locomotives Churchward obtained from France three 4–4–2 compound locomotives of the type developed by A. de Glehn and G. du Bousquet. He decided against compounding, but he did perpetuate many of the details of the French locomotives, notably the divided drive between the first and second pairs of driving wheels, when he introduced his four-cylinder 4–6–0 (the Star class) in 1907. He built a lone 4–6–2, the Great Bear, in 1908: the wheel arrangement enabled it to have a wide firebox, but the type was not perpetuated because Welsh coal suited narrow grates and 4–6–0 locomotives were adequate for the traffic. After Churchward retired in 1921 his successor, C.B.Collett, was to enlarge the Star class into the Castle class and then the King class, both 4–6–0s, which lasted almost as long as steam locomotives survived in service. In Church ward's time, however, the Great Western Railway was the first in Britain to adopt six-coupled locomotives on a large scale for passenger trains in place of four-coupled locomotives. The 4–6–0 classes, however, were but the most celebrated of a whole range of standard locomotives of advanced design for all types of traffic and shared between them many standardized components, particularly boilers, cylinders and valve gear.[br]Further ReadingH.C.B.Rogers, 1975, G.J.Churchward. A Locomotive Biography, London: George Allen \& Unwin (a full-length account of Churchward and his locomotives, and their influence on subsequent locomotive development).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 20 (a good brief account).Sir William Stanier, 1955, "George Jackson Churchward", Transactions of the NewcomenSociety 30 (a unique insight into Churchward and his work, from the informed viewpoint of his former subordinate who had risen to become Chief Mechanical Engineer of the London, Midland \& Scottish Railway).PJGRBiographical history of technology > Churchward, George Jackson
-
8 Lartigue, Charles François Marie-Thérèse
[br]b. 1834 Toulouse, France d. 1907[br]French engineer and businessman, inventor of the Lartigue monorail.[br]Lartigue worked as a civil engineer in Algeria and while there invented a simple monorail for industrial or agricultural use. It comprised a single rail carried on trestles; vehicles comprised a single wheel with two tubs suspended either side, like panniers. These were pushed or pulled by hand or, occasionally, hauled by mule. Such lines were used in Algerian esparto-grass plantations.In 1882 he patented a monorail system based on this arrangement, with important improvements: traction was to be mechanical; vehicles were to have two or four wheels and to be able to be coupled together; and the trestles were to have, on each side, a light guide rail upon which horizontal rollers beneath the vehicles would bear. Early in 1883 the Lartigue Railway Construction Company was formed in London and two experimental prototype monorails were subsequently demonstrated in public. One, at the Paris Agricultural Exhibition, had an electric locomotive that was built in two parts, one either side of the rail to maintain balance, hauling small wagons. The other prototype, in London, had a small, steam locomotive with two vertical boilers and was designed by Anatole Mallet. By now Lartigue had become associated with F.B. Behr. Behr was Managing Director of the construction company and of the Listowel \& Ballybunion Railway Company, which obtained an Act of Parliament in 1886 to built a Lartigue monorail railway in the South West of Ireland between those two places. Its further development and successful operation are described in the article on Behr in this volume.A much less successful attempt to establish a Lartigue monorail railway took place in France, in the départment of Loire. In 1888 the council of the département agreed to a proposal put forward by Lartigue for a 10 1/2 mile (17 km) long monorail between the towns of Feurs and Panissières: the agreement was reached on the casting vote of the Chairman, a contact of Lartigue. A concession was granted to successive companies with which Lartigue was closely involved, but construction of the line was attended by muddle, delay and perhaps fraud, although it was completed sufficiently for trial trains to operate. The locomotive had two horizontal boilers, one either side of the track. But the inspectors of the department found deficiencies in the completeness and probable safety of the railway; when they did eventually agree to opening on a limited scale, the company claimed to have insufficient funds to do so unless monies owed by the department were paid. In the end the concession was forfeited and the line dismantled. More successful was an electrically operated Lartigue mineral line built at mines in the eastern Pyrenees.It appears to have reused equipment from the electric demonstration line, with modifications, and included gradients as steep as 1 in 12. There was no generating station: descending trains generated the electricity to power ascending ones. This line is said to have operated for at least two years.[br]Bibliography1882, French patent no. 149,301 (monorail system). 1882, British patent no. 2,764 (monorail system).Further ReadingD.G.Tucker, 1984, "F.B.Behr's development of the Lartigue monorail", Transactions of the Newcomen Society 55 (describes Lartigue and his work).P.H.Chauffort and J.-L.Largier, 1981, "Le monorail de Feurs à Panissières", Chemin defer régionaux et urbains (magazine of the Fédération des Amis des Chemins de FerSecondaires) 164 (in French; describes Lartigue and his work).PJGRBiographical history of technology > Lartigue, Charles François Marie-Thérèse
-
9 Norton, Charles Hotchkiss
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 23 November 1851 Plainville, Connecticut, USAd. 27 October 1942 Plainville, Connecticut, USA[br]American mechanical engineer and machine-tool designer.[br]After an elementary education at the public schools of Plainville and Thomaston, Connecticut, Charles H.Norton started work in 1866 at the Seth Thomas Clock Company in Thomaston. He was soon promoted to machinist, and further progress led to his successive appointments as Foreman, Superintendent of Machinery and Manager of the department making tower clocks. He designed many public clocks.In 1886 he obtained a position as Assistant Engineer with the Brown \& Sharpe Manufacturing Company at Providence, Rhode Island, and was engaged in redesigning their universal grinding machine to give it more rigidity and make it more suitable for use as a production machine. In 1890 he left to become a partner in a newly established firm, Leland, Faulconer \& Norton Company at Detroit, Michigan, designing and building machine tools. He withdrew from this firm in 1895 and practised as a consulting mechanical engineer for a short time before returning to Brown \& Sharpe in 1896. There he designed a grinding machine incorporating larger and wider grinding wheels so that heavier cuts could be made to meet the needs of the mass-production industries, especially the automobile industry. This required a heavier and more rigid machine and greater power, but these ideas were not welcomed at Brown \& Sharpe and in 1900 Norton left to found the Norton Grinding Company in Worcester, Massachusetts. Here he was able to develop heavy-production grinding machines, including special machines for grinding crank-shafts and camshafts for the automobile industry.In setting up the Norton Grinding Company, Charles H.Norton received financial support from members of the Norton Emery Wheel Company (also of Worcester and known after 1906 as the Norton Company), but he was not related to the founder of that company. The two firms were completely independent until 1919 when they were merged. From that time Charles H.Norton served as Chief Engineer of the machinery division of the Norton Company, until 1934 when he became their Consulting Engineer.[br]Principal Honours and DistinctionsCity of Philadelphia, John Scott Medal 1925.BibliographyNorton was granted more than one hundred patents and was author of Principles of Cylindrical Grinding, 1917, 1921, Worcester, Mass.Further ReadingRobert S.Woodbury, 1959, History of the Grinding Machine, Cambridge, Mass, (contains biographical information and details of the machines designed by Norton).RTSBiographical history of technology > Norton, Charles Hotchkiss
-
10 γένεσις
γένεσις, εως, ἡ (Hom.+)① the term is used in Gk. lit. of ancestry as point of origin (e.g. Diod S 17, 51, 3; 17, 108, 3 of Alexander ἡ ἐξ Ἄμμωνος γ.; Orig., C. Cels. 8, 57, 27; Did., Gen. 24, 1), but also of one’s coming into being at a specific moment, birth (Diod S 2, 5, 1; 4, 39, 2; IPriene 105, 48; OGI 56, 25; O. Wilck II, 1601, 1; Gen 40:20; Hos 2:5; Eccl 7:1 v.l.; PsSol 3:9; Jos., Ant. 2, 215; 234; Orig., C. Cels. 1, 57, 19; Did., Gen. 118, 11) Mt 1:18, with special ref. to circumstances under which the birth took place (s. γέννησις.—The superscription here has a counterpart in the subscription of the infancy narrative of Pythagoras in Iambl., Vi. Pyth. 2, 8: περὶ τῆς γενέσεως τοσαῦτο.—Arrian, Anab. answers the question [7, 29, 3] whether Alex. rightly ἐς θεὸν τὴν γένεσιν τὴν αὑτοῦ ἀνέφερεν with the reflection [7, 30, 2] οὐδὲ ἐμοὶ ἔξω τοῦ θείου φῦναι ἂν δοκεῖ ἀνὴρ οὐδενὶ ἄλλῳ ἀνθρώπων ἐοικώς=it seems to me that a man who is different from all other men could not have come into being apart from divinity); Lk 1:14 (γεννήσει v.l.). As book title (in LXX; Mel., HE 4, 26, 4; Just.) Γένεσις Μαρίας GJs, so also in the subscr.ⓐ existence (Pla., Phdr. 252d τ. πρώτην γένεσιν βιοτεύειν; Ps.-Aristid., Ἀπελλᾷ γενεθλιακός 30, 27 Keil; POxy 120, 8; PGM 13, 612; Jdth 12:18; Wsd 7:5) πρόσωπον τῆς γ. αὐτοῦ his natural face (i.e. the way he has turned out to be, the way he really looks; s. γίνομαι) Js 1:23.ⓑ life, human experience ὁ τροχὸς τῆς γενέσεως Js 3:6 was used in the Orphic mysteries w. the mng. ‘wheel of human origin’ (Simplicius on Aristot., De Caelo 2 p. 377 Heiberg ἐν τῷ τῆς εἱμαρμένης τε καὶ γενέσεως τροχῷ οὗπερ ἀδύνατον ἀπαλλαγῆναι κατὰ τὸν Ὀρφέα, s. ERohde, Psyche3 II 130f). In Js it seems to have lost its orig. mng. and to signify course of life, whole of life (cp. Anacreontea 32, 7f Preis.: τροχὸς ἅρματος γὰρ οἷα βίοτος τρέχει κυλισθείς).—For lit. s. τροχός.③ an account of someone’s life, history, life. The expr. βίβλος γενέσεως Mt 1:1 is fr. the OT: Gen 2:4; 5:1; in the former of these two pass. it = history of the origin (cp. Diod S 1, 10, 3 ἡ γ. τῶν ἀνθρώπων; schol. on Apollon. Rhod. 3, 1–5a … δύο ἱστοροῦνται γενέσεις Μουσῶν=there are two accounts given of the origin of the Muses), which some consider a fitting heading for Mt 1; Zahn ad loc. regards the expr. as constituting the superscription of the whole gospel: Book of the History. But if the phrase applies to vv. 1–17, the term γ. refers to④ persons of successive generations forming an ancestral line, lineage, family line, which describes the contents of Mt 1:1–17.—JLindblom: Teologiska Studier for EStave 1922, 102–9; OEissfeldt, ‘Toledot’, in Studien zum NT u. zur Patristik ’61, 1–8.—DELG s.v. γίγνομαι p. 223. M-M. TW. Sv.
См. также в других словарях:
Wheel and spoke model — The Wheel And Spoke Model is a sequentially parallel software development model. It is essentially a modification of the spiral model that is designed to work with smaller initial teams, which then scale upwards and build value faster. It is best … Wikipedia
Medicine wheel — For the Medicine Wheel in Big Horn County, Wyoming, USA, see Medicine Wheel National Historic Landmark. The Medicine Wheel in Bighorn National Forest, Wyoming, USA … Wikipedia
technology, history of — Introduction the development over time of systematic techniques for making and doing things. The term technology, a combination of the Greek technē, “art, craft,” with logos, “word, speech,” meant in Greece a discourse on the arts, both… … Universalium
china — /chuy neuh/, n. 1. a translucent ceramic material, biscuit fired at a high temperature, its glaze fired at a low temperature. 2. any porcelain ware. 3. plates, cups, saucers, etc., collectively. 4. figurines made of porcelain or ceramic material … Universalium
China — /chuy neuh/, n. 1. People s Republic of, a country in E Asia. 1,221,591,778; 3,691,502 sq. mi. (9,560,990 sq. km). Cap.: Beijing. 2. Republic of. Also called Nationalist China. a republic consisting mainly of the island of Taiwan off the SE coast … Universalium
printing — /prin ting/, n. 1. the art, process, or business of producing books, newspapers, etc., by impression from movable types, plates, etc. 2. the act of a person or thing that prints. 3. words, symbols, etc., in printed form. 4. printed material. 5.… … Universalium
World War II — the war between the Axis and the Allies, beginning on September 1, 1939, with the German invasion of Poland and ending with the surrender of Germany on May 8, 1945, and of Japan on August 14, 1945. Abbr.: WWII * * * or Second World War (1939–45)… … Universalium
Europe, history of — Introduction history of European peoples and cultures from prehistoric times to the present. Europe is a more ambiguous term than most geographic expressions. Its etymology is doubtful, as is the physical extent of the area it designates.… … Universalium
arts, East Asian — Introduction music and visual and performing arts of China, Korea, and Japan. The literatures of these countries are covered in the articles Chinese literature, Korean literature, and Japanese literature. Some studies of East Asia… … Universalium
biblical literature — Introduction four bodies of written works: the Old Testament writings according to the Hebrew canon; intertestamental works, including the Old Testament Apocrypha; the New Testament writings; and the New Testament Apocrypha. The Old… … Universalium
India — /in dee euh/, n. 1. Hindi, Bharat. a republic in S Asia: a union comprising 25 states and 7 union territories; formerly a British colony; gained independence Aug. 15, 1947; became a republic within the Commonwealth of Nations Jan. 26, 1950.… … Universalium
