they produced

SUBJECT AREA: Aerospace

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In 1915 William E.Boeing and his friend Commander Conrad Westervelt decided that they could improve on the aeroplanes then being produced in the United States. Boeing was a prominent Seattle businessman with interests in land and timber, while Westervelt was an officer in the US Navy. They bought a Martin Model T float-plane in order to gain some experience and then produced their own design, the B \& W, which first flew in June 1916. Westervelt was transferred to the East, leaving Boeing to continue the production of the B \& W floatplanes, for which purpose he set up the Pacific Aero Products Company. On 26 April 1917 this became the Boeing Airplane Company, which prospered following the US involvement in the First World War.

In March 1919 Boeing and Edward Hubbard inaugurated the world's first international airmail service between Seattle and Vancouver, British Columbia, Canada. The Boeing Company then had to face the slump in aircraft manufacturing after the war: they survived, and by 1922 they had started producing a successful series of fighters while continuing to develop their flying-boat and floatplane designs. Boeing set up the Boeing Air Transport Corporation to tender for lucrative airmail contracts and then produced aircraft which could out-perform those of his rivals. The company went from strength to strength and by the end of the 1920s a huge conglomerate had been built up: the United Aircraft and Transport Corporation. They produced an advanced high-speed monoplane mailplane, the model 200 Monomail in 1930, which saw the birth of a new era of Boeing designs.

The Wall Street crash of 1929 and legislation in 1934, which banned any company from both building aeroplanes and running an airline, were setbacks which the Boeing Airplane Company overcame, moving ahead to become world leaders. William E.Boeing decided that it was time he retired, but he returned to work during the Second World War.

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SUBJECT AREA: Aerospace

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Son of a successful mining engineer, Sopwith did not shine at school and, having been turned down by the Royal Navy as a result, attended an engineering college. His first interest was motor cars and, while still in his teens, he set up a business in London with a friend in order to sell them; he also took part in races and rallies.

Sopwith's interest in aviation came initially through ballooning, and in 1906 he purchased his own balloon. Four years later, inspired by the recent flights across the Channel to France and after a joy-ride at Brooklands, he bought an Avis monoplane, followed by a larger biplane, and taught himself to fly. He was awarded the Royal Aero Society's Aviator Certificate No. 31 on 21 November 1910, and he quickly distinguished himself in flying competitions on both sides of the Atlantic and started his own flying school. In his races he was ably supported by his friend Fred Sigrist, a former motor engineer. Among the people Sopwith taught to fly were an Australian, Harry Hawker, and Major Hugh Trenchard, who later became the "father" of the RAF.

In 1912, depressed by the poor quality of the aircraft on trial for the British Army, Sopwith, in conjunction with Hawker and Sigrist, bought a skating rink in Kingston-upon-Thames and, assisted by Fred Sigrist, started to design and build his first aircraft, the Sopwith Hybrid. He sold this to the Royal Navy in 1913, and the following year his aviation manufacturing company became the Sopwith Aviation Company Ltd. That year a seaplane version of his Sopwith Tabloid won the Schneider Trophy in the second running of this speed competition. During 1914–18, Sopwith concentrated on producing fighters (or "scouts" as they were then called), with the Pup, the Camel, the 1½ Strutter, the Snipe and the Sopwith Triplane proving among the best in the war. He also pioneered several ideas to make flying easier for the pilot, and in 1915 he patented his adjustable tailplane and his 1 ½ Strutter was the first aircraft to be fitted with air brakes. During the four years of the First World War, Sopwith Aviation designed thirty-two different aircraft types and produced over 16,000 aircraft.

The end of the First World War brought recession to the aircraft industry and in 1920 Sopwith, like many others, put his company into receivership; none the less, he immediately launched a new, smaller company with Hawker, Sigrist and V.W.Eyre, which they called the H.G. Hawker Engineering Company Ltd to avoid any confusion with the former company. He began by producing cars and motor cycles under licence, but was determined to resume aircraft production. He suffered an early blow with the death of Hawker in an air crash in 1921, but soon began supplying aircraft to the Royal Air Force again. In this he was much helped by taking on a new designer, Sydney Camm, in 1923, and during the next decade they produced a number of military aircraft types, of which the Hart light bomber and the Fury fighter, the first to exceed 200 mph (322 km/h), were the best known. In the mid-1930s Sopwith began to build a large aviation empire, acquiring first the Gloster Aircraft Company and then, in quick succession, Armstrong-Whitworth, Armstrong-Siddeley Motors Ltd and its aero-engine counterpart, and A.V.Roe, which produced Avro aircraft. Under the umbrella of the Hawker Siddeley Aircraft Company (set up in 1935) these companies produced a series of outstanding aircraft, ranging from the Hawker Hurricane, through the Avro Lancaster to the Gloster Meteor, Britain's first in-service jet aircraft, and the Hawker Typhoon, Tempest and Hunter. When Sopwith retired as Chairman of the Hawker Siddeley Group in 1963 at the age of 75, a prototype jump-jet (the P-1127) was being tested, later to become the Harrier, a for cry from the fragile biplanes of 1910.

Sopwith also had a passion for yachting and came close to wresting the America's Cup from the USA in 1934 when sailing his yacht Endeavour, which incorporated a number of features years ahead of their time; his greatest regret was that he failed in his attempts to win this famous yachting trophy for Britain. After his retirement as Chairman of the Hawker Siddeley Group, he remained on the Board until 1978. The British aviation industry had been nationalized in April 1977, and Hawker Siddeley's aircraft interests merged with the British Aircraft Corporation to become British Aerospace (BAe). Nevertheless, by then the Group had built up a wide range of companies in the field of mechanical and electrical engineering, and its board conferred on Sopwith the title Founder and Life President.

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CM / JDS

1 to fan.

2 to winnow (trigo).

El granjero avienta trigo The farmer winnows wheat.

3 to throw (informal) (tirar). (Andean Spanish (Bolivia, Chilean Spanish, Colombia, Ecuador, Peru), Central American Spanish, Mexican Spanish)

4 to blow about, to blow away, to blow along, to toss.

Ricardo aventó papeles Richard blew about papers.

5 to strike.

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Conjugation model [ ACERTAR], like link=acertar acertar

► verbo transitivo

1 AGRICULTURA to winnow

2 (viento) to blow away; (el fuego) to blow (on), fan; (cenizas) to cast to the wind

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1. VT

1) [+ fuego] to fan, blow; (Agr) to winnow

2) (=expulsar) to chuck out *, throw out; LAm (=arrojar) to throw

3) (=lanzar al aire) to cast to the winds; [viento] to blow away; Caribe (Agr) to dry in the wind

aventarse

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verbo transitivo

1)

a) (Col, Méx, Per) <pelota/piedra> to throw

b) (Méx) ( empujar) to push

2) <fuego/lumbre> to fan; < grano> to winnow

aventarse v pron

a) (Méx fam) ( atreverse) to dare

b) (Méx fam) ( lograr)

c) (refl) (Col, Méx) (arrojarse, tirarse) to throw oneself

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= winnow.

Ex. The article is entitled 'Speaking loudly for good books -- promoting the wheat and winnowing the chaff'.

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verbo transitivo

1)

a) (Col, Méx, Per) <pelota/piedra> to throw

b) (Méx) ( empujar) to push

2) <fuego/lumbre> to fan; < grano> to winnow

aventarse v pron

a) (Méx fam) ( atreverse) to dare

b) (Méx fam) ( lograr)

c) (refl) (Col, Méx) (arrojarse, tirarse) to throw oneself

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aventar [A5 ]

1 (Col, Méx, Per) ‹pelota/piedra› to throw

¿me avientas las llaves? can you throw me the keys?

le aventé un sopapo ( fam); I thumped him ( colloq), I landed a good o hefty punch on him ( colloq)

2 ( Méx) (empujar) to push, shove ( colloq)

1 ‹fuego/lumbre› to fan

2 ‹grano› to winnow

1 ( Méx fam) (atreverse) to dare aventarse A + INF to dare to + INF

( Méx fam) (lograr): se aventaron un partidazo they produced o played a tremendous game

3 ( refl) (Col, Méx) (arrojarse, tirarse) to throw oneself

se aventó al agua desde el trampolín he dived into the water from the diving board

se aventó por la ventana he leaped out of o threw himself out of o hurled himself out of the window

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a) (Col, Méx, Per) ‹pelota/piedra› to throw;

◊ le aventé un sopapo (fam) I smacked o (BrE) thumped him (colloq)

b) (Méx) ( empujar) to push

a) (Méx fam) ( atreverse) to dare;

b) ( refl) (Col, Méx) (arrojarse, tirarse) to throw oneself;

◊ se aventó al agua he dived into the water

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♦ vt

1. [abanicar] to fan

2. Agr to winnow

3. Andes, CAm, Méx Fam [tirar] to throw;

me aventó la pelota she threw me the ball;

le aventé una bofetada I slapped him;

nos aventaron ahí, y no volvieron hasta tres horas más tarde they dumped us there, and didn't come back till three hours later

4. Andes, CAm, Méx Fam [dirigir]

5. Andes, CAm, Méx [empujar] to push, to shove

♦ See also the pronominal verb aventarse

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v/t

1 throw

2 ( empujar) push

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aventar {55} vt

1) : to fan

2) : to winnow

3) Col, Mex : to throw, to toss

♦ See also the reflexive verb aventarse

SUBJECT AREA: Textiles

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Arkwright was the youngest of thirteen children and was apprenticed to a barber; when he was about 18, he followed this trade in Bol ton. In 1755 he married Patients Holt, who bore him a son before she died, and he remarried in 1761, to Margaret Biggins. He prospered until he took a public house as well as his barber shop and began to lose money. After this failure, he travelled around buying women's hair for wigs.

In the late 1760s he began spinning experiments at Preston. It is not clear how much Arkwright copied earlier inventions or was helped by Thomas Highs and John Kay but in 1768 he left Preston for Nottingham, where, with John Smalley and David Thornley as partners, he took out his first patent. They set up a mill worked by a horse where machine-spun yarn was produced successfully. The essential part of this process lay in drawing out the cotton by rollers before it was twisted by a flyer and wound onto the bobbin. The partners' resources were not sufficient for developing their patent so Arkwright found new partners in Samuel Need and Jedediah Strutt, hosiers of Nottingham and Derby. Much experiment was necessary before they produced satisfactory yarn, and in 1771 a water-driven mill was built at Cromford, where the spinning process was perfected (hence the name "waterframe" was given to his spinning machine); some of this first yarn was used in the hosiery trade. Sales of all-cotton cloth were initially limited because of the high tax on calicoes, but the tax was lowered in 1774 by Act of Parliament, marking the beginning of the phenomenal growth of the cotton industry. In the evidence for this Act, Arkwright claimed that he had spent £12,000 on his machine. Once Arkwright had solved the problem of mechanical spinning, a bottleneck in the preliminary stages would have formed but for another patent taken out in 1775. This covered all preparatory processing, including some ideas not invented by Arkwright, with the result that it was disputed in 1783 and finally annulled in 1785. It contained the "crank and comb" for removing the cotton web off carding engines which was developed at Cromford and solved the difficulty in carding. By this patent, Arkwright had mechanized all the preparatory and spinning processes, and he began to establish water-powered cotton mills even as far away as Scotland. His success encouraged many others to copy him, so he had great difficulty in enforcing his patent Need died in 1781 and the partnership with Strutt ended soon after. Arkwright became very rich and financed other spinning ventures beyond his immediate control, such as that with Samuel Oldknow. It was estimated that 30,000 people were employed in 1785 in establishments using Arkwright's patents. In 1786 he received a knighthood for delivering an address of thanks when an attempt to assassinate George III failed, and the following year he became High Sheriff of Derbyshire. He purchased the manor of Cromford, where he died in 1792.

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SUBJECT AREA: Aerospace

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During the First World War, Marcel Bloch (he later changed his name to Dassault) worked on French military aircraft and developed a very successful propeller. With his associate, Henri Potez, he set up a company to produce their Eclair wooden propeller in a furniture workshop in Paris. In 1917 they produced a two-seater aircraft which was ordered but then cancelled when the war ended. Potez continued to built aircraft under his own name, but Bloch turned to property speculation, at which he was very successful. In 1930 Bloch returned to the aviation business with an unsuccessful bomber followed by several moderately effective airliners, including the Bloch 220 of 1935, which was similar to the DC-3. He was involved in the design of a four-engined airliner, the SNCASE Languedoc, which flew in September 1939. During the Second World War, Bloch and his brothers became important figures in the French Resistance Movement. Marcel Bloch was eventually captured but survived; however, one of his brothers was executed, and after the war Bloch changed his name to Dassault, which had been his brother's code name in the Resistance. During the 1950s, Avions Marcel Dassault rapidly grew to become Europe's foremost producer of jet fighters. The Ouragon was followed by the Mystère, Etendard and then the outstanding Mirage series. The basic delta-winged Mirage III, with a speed of Mach 2, was soon serving in twenty countries around the world. From this evolved a variable geometry version, a vertical-take-off aircraft, an enlarged light bomber capable of carrying a nuclear bomb, and a swept-wing version for the 1970s. Dassault also produced a successful series of jet airliners starting with the Fan Jet Falcon of 1963. When the Dassault and Breguet companies merged in 1971, Marcel Dassault was still a force to be reckoned with.

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SUBJECT AREA: Architecture and building

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Sullivan, a Bostonian, studied at the Massachusetts Institute of Technology. Soon he joined his parents, who had moved to Chicago, and worked for a while in the office of William Le Baron Jenney, the pioneer of steel-frame construction. After spending some time studying at the Ecole des Beaux Arts in Paris, in 1875 Sullivan returned to Chicago, where he later met and worked for the Danish architect Dankmar Adler, who was practising there. In 1881 the two architects became partners, and during the succeeding fifteen years they produced their finest work and the buildings for which Sullivan is especially known.

During the early 1880s in Chicago, load-bearing, metal-framework structures that made lofty skyscrapers possible had been developed (see Jenney and Holabird). Louis H.Sullivan initiated building design to stress and complement the metal structure rather than hide it. Moving onwards from H.H.Richardson's treatment of his Marshall Field Wholesale Store in Chicago, Sullivan took the concept several stages further. His first outstanding work, built with Adler in 1886–9, was the Auditorium Building in Chicago. The exterior, in particular, was derived largely from Richardson's Field Store, and the building—now restored—is of bold but simple design, massively built in granite and stone, its form stressing the structure beneath. The architects' reputation was established with this building.

The firm of Sullivan \& Adler established itself during the early 1890s, when they built their most famous skyscrapers. Adler was largely responsible for the structure, the acoustics and function, while Sullivan was responsible for the architectural design, concerning himself particularly with the limitation and careful handling of ornament. In 1892 he published his ideas in Ornament in Architecture, where he preached restraint in its quality and disposition. He established himself as a master of design in the building itself, producing a rhythmic simplicity of form, closely related to the structural shape beneath. The two great examples of this successful approach were the Wainwright Building in St Louis, Missouri (1890–1) and the Guaranty Building in Buffalo, New York (1894–5). The Wainwright Building was a ten-storeyed structure built in stone and brick and decorated with terracotta. The vertical line was stressed throughout but especially at the corners, where pilasters were wider. These rose unbroken to an Art Nouveau type of decorative frieze and a deeply projecting cornice above. The thirteen-storeyed Guaranty Building is Sullivan's masterpiece, a simple, bold, finely proportioned and essentially modern structure. The pilaster verticals are even more boldly stressed and decoration is at a minimum. In the twentieth century the almost free-standing supporting pillars on the ground floor have come to be called pilotis. As late as the 1920s, particularly in New York, the architectural style and decoration of skyscrapers remained traditionally eclectic, based chiefly upon Gothic or classical forms; in view of this, Sullivan's Guaranty Building was far ahead of its time.

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Water species move downward in an attempt to stay in their preferred environment.

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In an attempt to produce more effective medicines...

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Sometimes surface integrity is overlooked in the attempt to achieve high production rates.

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In his quest to design beautiful objects, man has copied nature's symmetry.

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They produced more sulphur trioxide in the effort to reduce...

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Water species move downward in an attempt to stay in their preferred environment.

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In an attempt to produce more effective medicines...

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Sometimes surface integrity is overlooked in the attempt to achieve high production rates.

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In his quest to design beautiful objects, man has copied nature's symmetry.

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They produced more sulphur trioxide in the effort to reduce...

Idiomatic expression: by sweat of (one's) brow (Тяжелая работа/труд: "keep what they produced by the sweat of their brow" (Mario Puzo))

- w ciągu pożycia małżeńskiego napłodzili czworo dzieci during their married life they produced four children

- napłodzić artykułów/wierszy/książek to spawn lots of articles/poems/books

SUBJECT AREA: Aerospace

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In 1912 Donald Douglas went to the Massachusetts Institute of Technology to study aeronautical engineering. After graduating in this relatively new subject he joined the Glenn L.Martin Company as Chief Engineer. In 1920 he founded the Davis-Douglas Company in California to build an aircraft capable of flying across America non-stop: unfortunately, the Cloudster failed to achieve its target. Douglas reorganized the company in 1921 as the Douglas Company (later it became the Douglas Aircraft Company). In 1924 a team of US Army personnel made the first round-the-world flight in specially designed Douglas World Cruisers, a feat which boosted Douglas's reputation considerably. This reputation was further enhanced by his airliner, designed in 1935, that revolutionized air travel: the Douglas Commercial 3, or DC-3, of which some 13,000 were built. A series of piston-engined airliners followed, culminating in the DC-7. Meanwhile, in the military field, Douglas aircraft played a major part in the Second World War. In the jet age Douglas continued to produce a wide range of successful civil and military aircraft, and the company also moved into the rocket and guided missile business. In 1966 Donald W. Douglas was still Chairman of the company, with Donald W.Douglas Jr as President. In 1967 the company merged with the McDonnell Aircraft Company to become the giant McDonnell Douglas Corporation.

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SUBJECT AREA: Broadcasting, Electronics and information technology, Telecommunications

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Yagi studied engineering at Tokyo Imperial University (now Tokyo University), graduating in 1910. For the next four years he taught at Engineering High School in Sendai, Honshu, then in 1914 he was sent to study resonance phenomena under Barkhausen at Dresden University. When the First World War broke out he was touring Europe, so he travelled to London to study under Ambrose Fleming at University College, London. Continuing his travels, he then visited the USA, studying at Harvard under G.W. Pierce, before returning to his teaching post at Sendai Engineering High School, which in 1919 was absorbed into Tohoku University. There, in 1921, he obtained his doctorate, and some years later he was appointed Professor of Electrical Engineering. Having heard of the invention of the magnetron, he worked with a student, Kinjiro Okabe; in 1927 they produced microwave energy at a wavelength of a few tens of centimetres. However, he is best known for his development with another student, Shintaro Uda, of a directional, multi-element ultrahigh frequency aerial, which he demonstrated during a tour of the USA in 1928. During the Second World War Yagi worked on radar systems. After his retirement he became Professor Emeritus at Tohoku and Osaka universities and formed the Yagi Antenna Company.

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