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41 flight
flight [flaɪt]∎ capable of flight capable de voler;∎ to be in flight être en vol(b) (journey → of bird, spacecraft, plane, missile) vol m;∎ manned flight (of spacecraft) vol m habité;∎ a flight of 500 miles is nothing to a swallow ≃ les hirondelles peuvent facilement effectuer des vols de 800 kilomètres∎ I don't want to miss my flight je ne veux pas rater mon avion;∎ my flight is at 2.15 mon avion est à 2h15;∎ how was your flight? as-tu fait bon voyage?;∎ this is my first transatlantic flight (passenger) c'est la première fois que je traverse l'Atlantique en avion; (pilot) c'est mon premier vol ou ma première traversée transatlantique;∎ flight BA 314 to Paris le vol BA 314 à destination de Paris;∎ when is the next flight to Newcastle? à quelle heure part le prochain vol pour ou à destination de Newcastle?;∎ all flights out of Gatwick tous les vols en provenance de Gatwick∎ the Queen's/King's Flight = avions au service de la famille royale;∎ figurative to be in the first or top flight faire partie de l'élite∎ to be in full flight être en pleine retraite;∎ to take flight prendre la fuite;∎ in the course of her flight from justice alors qu'elle fuyait la justice;∎ to put sb/the enemy to flight mettre qn/l'ennemi en fuite;∎ figurative flight of capital évasion f ou fuite f des capitaux;∎ Bible the Flight into Egypt la fuite en Égypte∎ flight (of stairs or steps) escalier m;∎ I had to walk up all ten flights j'ai dû monter les dix étages à pied;∎ it's another three flights up c'est trois étages plus haut;∎ I'm not carrying this wardrobe up all those flights of stairs je refuse de monter cette penderie tout là-haut;∎ a short flight of steps quelques marches fpl∎ a flight of the imagination une envolée de l'imagination;∎ it was just a flight of fancy ce n'était qu'une idée folle(h) (on arrow, dart) penne f, empennage m∎ one of our flight attendants un des membres de l'équipage;Finance flight capital capitaux mpl flottants ou fébriles;flight clearance autorisation f de vol;flight control (action → of individual aircraft) conduite f; (→ from ground) contrôle m de la navigation aérienne; Military contrôle m des missions aériennes; (place) contrôle m aérien; (people) contrôleurs mpl aériens;flight crew équipage m (d'un avion);flight deck (of aircraft) poste m ou cabine f de pilotage, habitacle m; (of aircraft carrier) pont m d'envol;flight engineer mécanicien(enne) m,f navigant(e) (d'avion), ingénieur m de vol;Ornithology flight feather (of bird) penne f;flight formation formation f de vol;flight lieutenant = capitaine de l'armée de l'air britannique;flight log journal m de vol;flight mechanic mécanicien(enne) m,f navigant(e);flight number numéro m de vol;flight path trajectoire f de vol;flight pattern formation f de vol;flight personnel personnel m navigant;flight plan plan m de vol;flight recorder enregistreur m de vol;flight sergeant = sergent-chef de l'armée de l'air britannique;flight simulator simulateur m de vol; -
42 Buckle, William
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 29 July 1794 Alnwick, Northumberland, Englandd. 30 September 1863 London, England[br]English mechanical engineer who introduced the first large screw-cutting lathe to Boulton, Watt \& Co.[br]William Buckle was the son of Thomas Buckle (1759–1849), a millwright who later assisted the 9th Earl of Dundonald (1749–1831) in his various inventions, principally machines for the manufacture of rope. Soon after the birth of William, the family moved from Alnwick to Hull, Yorkshire, where he received his education. The family again moved c.1808 to London, and William was apprenticed to Messrs Woolf \& Edwards, millwrights and engineers of Lambeth. During his apprenticeship he attended evening classes at a mechanical drawing school in Finsbury, which was then the only place of its kind in London.After completing his apprenticeship, he was sent by Messrs Humphrys to Memel in Prussia to establish steamboats on the rivers and lakes there under the patronage of the Prince of Hardenburg. After about four years he returned to Britain and was employed by Boulton, Watt \& Co. to install the engines in the first steam mail packet for the service between Dublin and Holyhead. He was responsible for the engines of the steamship Lightning when it was used on the visit of George IV to Ireland.About 1824 Buckle was engaged by Boulton, Watt \& Co. as Manager of the Soho Foundry, where he is credited with introducing the first large screw-cutting lathe. At Soho about 700 or 800 men were employed on a wide variety of engineering manufacture, including coining machinery for mints in many parts of the world, with some in 1826 for the Mint at the Soho Manufactory. In 1851, following the recommendations of a Royal Commission, the Royal Mint in London was reorganized and Buckle was asked to take the post of Assistant Coiner, the senior executive officer under the Deputy Master. This he accepted, retaining the post until the end of his life.At Soho, Buckle helped to establish a literary and scientific institution to provide evening classes for the apprentices and took part in the teaching. He was an original member of the Institution of Mechanical Engineers, which was founded in Birmingham in January 1847, and a member of their Council from then until 1855. He contributed a number of papers in the early years, including a memoir of William Murdock whom he had known at Soho; he resigned from the Institution in 1856 after his move to London. He was an honorary member of the London Association of Foreman Engineers.[br]Bibliography1850, "Inventions and life of William Murdock", Proceedings of the Institution of Mechanical Engineers 2 (October): 16–26.RTS -
43 Chapelon, André
[br]b. 26 October 1892 Saint-Paul-en-Cornillon, Loire, Franced. 29 June 1978 Paris, France[br]French locomotive engineer who developed high-performance steam locomotives.[br]Chapelon's technical education at the Ecole Centrale des Arts et Manufactures, Paris, was interrupted by extended military service during the First World War. From experience of observing artillery from the basket of a captive balloon, he developed a method of artillery fire control which was more accurate than that in use and which was adopted by the French army.In 1925 he joined the motive-power and rolling-stock department of the Paris-Orléans Railway under Chief Mechanical Engineer Maurice Lacoin and was given the task of improving the performance of its main-line 4–6–2 locomotives, most of them compounds. He had already made an intensive study of steam locomotive design and in 1926 introduced his Kylchap exhaust system, based in part on the earlier work of the Finnish engineer Kyläla. Chapelon improved the entrainment of the hot gases in the smokebox by the exhaust steam and so minimized back pressure in the cylinders, increasing the power of a locomotive substantially. He also greatly increased the cross-sectional area of steam passages, used poppet valves instead of piston valves and increased superheating of steam. PO (Paris-Orléans) 4–6–2s rebuilt on these principles from 1929 onwards proved able to haul 800-ton trains, in place of the previous 500-ton trains, and to do so to accelerated schedules with reduced coal consumption. Commencing in 1932, some were converted, at the time of rebuilding, into 4–8–0s to increase adhesive weight for hauling heavy trains over the steeply graded Paris-Toulouse line.Chapelon's principles were quickly adopted on other French railways and elsewhere.H.N. Gresley was particularly influenced by them. After formation of the French National Railways (SNCF) in 1938, Chapelon produced in 1941 a prototype rebuilt PO 2–10–0 freight locomotive as a six-cylinder compound, with four low-pressure cylinders to maximize expansive use of steam and with all cylinders steam-jacketed to minimize heat loss by condensation and radiation. War conditions delayed extended testing until 1948–52. Meanwhile Chapelon had, by rebuilding, produced in 1946 a high-powered, three-cylinder, compound 4–8–4 intended as a stage in development of a proposed range of powerful and thermally efficient steam locomotives for the postwar SNCF: a high-speed 4–6–4 in this range was to run at sustained speeds of 125 mph (200 km/h). However, plans for improved steam locomotives were then overtaken in France by electriflcation and dieselization, though the performance of the 4–8–4, which produced 4,000 hp (3,000 kW) at the drawbar for the first time in Europe, prompted modification of electric locomotives, already on order, to increase their power.Chapelon retired from the SNCF in 1953, but continued to act as a consultant. His principles were incorporated into steam locomotives built in France for export to South America, and even after the energy crisis of 1973 he was consulted on projects to build improved, high-powered steam locomotives for countries with reserves of cheap coal. The eventual fall in oil prices brought these to an end.[br]Bibliography1938, La Locomotive à vapeur, Paris: J.B.Bailière (a comprehensive summary of contemporary knowledge of every function of the locomotive).Further ReadingH.C.B.Rogers, 1972, Chapelon, Genius of French Steam, Shepperton: Ian Allan.1986, "André Chapelon, locomotive engineer: a survey of his work", Transactions of the Newcomen Society 58 (a symposium on Chapelon's work).Obituary, 1978, Railway Engineer (September/October) (makes reference to the technical significance of Chapelon's work).PJGR -
44 Leeuwenhoek, Antoni van
[br]b. 24 October 1632 Delft, Netherlandsd. 1723 Delft, Netherlands[br]Dutch pioneer of microscopy.[br]He was the son of a basketmaker, Philip Tonisz Leeuwenhoek, and Grietje Jacobsdr van den Berch, a brewer's daughter. After the death of his father in 1637, his mother married the painter Jacob Jansz Molijn. He went to school at Warmond and, later to an uncle who was Sheriff of Benthuizen. In 1648 he went to Amsterdam, where he was placed in a linen-draper's shop owned by William Davidson, a Scottish merchant. In 1652 or 1653 he moved back to Delft, where in 1654 he married the daughter of a cloth-merchant, Barbara de Mey. They had five children, only one of whom survived (born 22 September 1656). At about this time he bought a house and shop in the Hippolytus buurt and set up in business as a draper and haberdasher. His wife died in 1666 and in 1671 he married Cornelia Swalmius, a Reformed Church minister's daughter. Lacking self-confidence and not knowing Latin, the scientific language of the day, he was reluctant to publish the results of his investigations into a multitude of natural objects. His observations were made with single-lens microscopes made by himself. (He made at least 387 microscopes with magnifications of between 30x and 266x.) Among the subjects he studied were the optic nerve of a cow, textile fibres, plant seeds, a spark from a tinderbox, the anatomy of mites and insects' blood corpuscles, semen and spermatozoa. It was the physician Reinier de Graaf who put him in touch with the Royal Society in London, with whom he corresponded for fifty years from 1673. One of his last letters, in 1723, to the Royal Society was about the histology of the rare disease of the diaphragm that he had studied in sheep and oxen and from which he died. In public service he was a chamberlain to the sheriffs of Delft, a surveyor and a wine-gauger, offices which together gave him an income of about 800 florins a year. Leeuwenhoek never wrote a book, but collections were published in Latin and in Dutch from his scientific letters, which numbered more than 250.[br]Principal Honours and DistinctionsFRS 1680.Further ReadingL.C.Palm and H.A.M.Snelders, Antoni van Leeuwenhoek 1632–1723: Studies in the Life and Work of the Delft Scientist, Commemorating the 350th Anniversary of his Birthday.B.Bracegirdle (ed.), Beads of Glass: Leeuwenhoek and the Early Microscope. (Catalogue of an exhibition in the Museum Boerhaave, November 1982 to May 1983, and in the Science Museum, May to October 1983).IMcNBiographical history of technology > Leeuwenhoek, Antoni van
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45 Vignoles, Charles Blacker
[br]b. 31 May 1793 Woodbrook, Co. Wexford, Irelandd. 17 November 1875 Hythe, Hampshire, England[br]English surveyor and civil engineer, pioneer of railways.[br]Vignoles, who was of Huguenot descent, was orphaned in infancy and brought up in the family of his grandfather, Dr Charles Hutton FRS, Professor of Mathematics at the Royal Military Academy, Woolwich. After service in the Army he travelled to America, arriving in South Carolina in 1817. He was appointed Assistant to the state's Civil Engineer and surveyed much of South Carolina and subsequently Florida. After his return to England in 1823 he established himself as a civil engineer in London, and obtained work from the brothers George and John Rennie.In 1825 the promoters of the Liverpool \& Manchester Railway (L \& MR) lost their application for an Act of Parliament, discharged their engineer George Stephenson and appointed the Rennie brothers in his place. They in turn employed Vignoles to resurvey the railway, taking a route that would minimize objections. With Vignoles's route, the company obtained its Act in 1826 and appointed Vignoles to supervise the start of construction. After Stephenson was reappointed Chief Engineer, however, he and Vignoles proved incompatible, with the result that Vignoles left the L \& MR early in 1827.Nevertheless, Vignoles did not sever all connection with the L \& MR. He supported John Braithwaite and John Ericsson in the construction of the locomotive Novelty and was present when it competed in the Rainhill Trials in 1829. He attended the opening of the L \& MR in 1830 and was appointed Engineer to two railways which connected with it, the St Helens \& Runcorn Gap and the Wigan Branch (later extended to Preston as the North Union); he supervised the construction of these.After the death of the Engineer to the Dublin \& Kingstown Railway, Vignoles supervised construction: the railway, the first in Ireland, was opened in 1834. He was subsequently employed in surveying and constructing many railways in the British Isles and on the European continent; these included the Eastern Counties, the Midland Counties, the Sheffield, Ashton-under-Lyme \& Manchester (which proved for him a financial disaster from which he took many years to recover), and the Waterford \& Limerick. He probably discussed rail of flat-bottom section with R.L. Stevens during the winter of 1830–1 and brought it into use in the UK for the first time in 1836 on the London \& Croydon Railway: subsequently rail of this section became known as "Vignoles rail". He considered that a broader gauge than 4 ft 8½ in. (1.44 m) was desirable for railways, although most of those he built were to this gauge so that they might connect with others. He supported the atmospheric system of propulsion during the 1840s and was instrumental in its early installation on the Dublin \& Kingstown Railway's Dalkey extension. Between 1847 and 1853 he designed and built the noted multi-span suspension bridge at Kiev, Russia, over the River Dnieper, which is more than half a mile (800 m) wide at that point.Between 1857 and 1863 he surveyed and then supervised the construction of the 155- mile (250 km) Tudela \& Bilbao Railway, which crosses the Cantabrian Pyrenees at an altitude of 2,163 ft (659 m) above sea level. Vignoles outlived his most famous contemporaries to become the grand old man of his profession.[br]Principal Honours and DistinctionsFellow of the Royal Astronomical Society 1829. FRS 1855. President, Institution of Civil Engineers 1869–70.Bibliography1830, jointly with John Ericsson, British patent no. 5,995 (a device to increase the capability of steam locomotives on grades, in which rollers gripped a third rail).1823, Observations upon the Floridas, New York: Bliss \& White.1870, Address on His Election as President of the Institution of Civil Engineers.Further ReadingK.H.Vignoles, 1982, Charles Blacker Vignoles: Romantic Engineer, Cambridge: Cambridge University Press (good modern biography by his great-grandson).See also: Samuda, Joseph d'AguilarPJGRBiographical history of technology > Vignoles, Charles Blacker
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46 AMPS
- усовершенствованная служба мобильной телефонной связи
- усовершенствованная система мобильной связи
- аналоговая система сотовой связи
аналоговая система сотовой связи
развитая мобильная телефонная служба
усовершенствованная система подвижной радиотелефонной связи
—
[Л.Г.Суменко. Англо-русский словарь по информационным технологиям. М.: ГП ЦНИИС, 2003.]Тематики
Синонимы
EN
усовершенствованная система мобильной связи
Аналоговая система мобильной связи, основанная на FDMA и работающая в частоте 800 МГц.
[ http://www.iks-media.ru/glossary/index.html?glossid=2400324]Тематики
- электросвязь, основные понятия
EN
усовершенствованная служба мобильной телефонной связи
Аналоговая система сотовой связи, разработанная в США в 1983 г. (стандарт IS-54).
[Л.М. Невдяев. Телекоммуникационные технологии. Англо-русский толковый словарь-справочник. Под редакцией Ю.М. Горностаева. Москва, 2002]Тематики
- электросвязь, основные понятия
EN
Англо-русский словарь нормативно-технической терминологии > AMPS
-
47 PCS
- система управления ТЭС или АЭС
- система управления технологическими процессами
- система управления проектом
- система теплоносителя первого контура ядерного реактора с водой под давлением
- система регулирования давления
- система преобразования мощности
- система поддержания нормальных параметров электроснабжения
- система персональной связи
- пространственные характеристики соединения
- подуровень физического кодирования
- подуровень кодирования физического уровня
- пассивная система защитной оболочки ядерного реактора
- компьютерная система управления технологическими процессами ТЭС или АЭС
- компьютерная система управления
- карта управления технологическими процессами
карта управления технологическими процессами
(на ТЭС, АЭС)
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
компьютерная система управления
(на ТЭС, АЭС)
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
компьютерная система управления технологическими процессами ТЭС или АЭС
—
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
пассивная система защитной оболочки ядерного реактора
—
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
подуровень кодирования физического уровня
(МСЭ-Т G.998.2).
[ http://www.iks-media.ru/glossary/index.html?glossid=2400324]Тематики
- электросвязь, основные понятия
EN
подуровень физического кодирования
(МСЭ-T G.8010/ Y.1306).
[ http://www.iks-media.ru/glossary/index.html?glossid=2400324]Тематики
- электросвязь, основные понятия
EN
пространственные характеристики соединения
(МСЭ-Т T.800).
[ http://www.iks-media.ru/glossary/index.html?glossid=2400324]Тематики
- электросвязь, основные понятия
EN
система персональной связи
Обобщающее название для сотовых сетей США стандарта GSM 1900.
[ http://www.morepc.ru/dict/]Тематики
EN
система поддержания нормальных параметров электроснабжения
—
[Я.Н.Лугинский, М.С.Фези-Жилинская, Ю.С.Кабиров. Англо-русский словарь по электротехнике и электроэнергетике, Москва, 1999 г.]Тематики
- электротехника, основные понятия
EN
система преобразования мощности
—
[Я.Н.Лугинский, М.С.Фези-Жилинская, Ю.С.Кабиров. Англо-русский словарь по электротехнике и электроэнергетике, Москва, 1999 г.]Тематики
- электротехника, основные понятия
EN
система регулирования давления
—
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
система теплоносителя первого контура ядерного реактора с водой под давлением
—
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
система управления ТЭС или АЭС
—
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
система управления проектом
—
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
система управления технологическими процессами
(на ТЭС, АЭС)
[А.С.Гольдберг. Англо-русский энергетический словарь. 2006 г.]Тематики
EN
Англо-русский словарь нормативно-технической терминологии > PCS
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