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1 aged Joseph
Религия: престарелый Иосиф -
2 aged Joseph
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3 aged joseph
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4 aged
1. a старый, престарелый; стареющий2. a в возрастеa boy aged fifteen — мальчик пятнадцати лет, пятнадцатилетний мальчик
3. a редк. старческий4. a спец. выдержанный5. a тех. подвергшийся старению, состаренный6. a элк. тренированный7. a собир. старики; старые, престарелые людиСинонимический ряд:1. advanced (adj.) advanced; elderly; senior2. ancient (adj.) age-old; ancient; antediluvian; antique; decrepit; hoary; mature; Noachian; old; olden; superannuated; timeworn; venerable; worn3. matured (adj.) matured; mellow; ripe; ripened4. more aged (adj.) earlier; elder; more aged; older5. aged (verb) aged; developed; grew; grew up/grown up; grew/grown; maturated; matured; mellowed; ripened6. senesced (verb) get along; get on; senesced -
5 Joseph
1. n Джозеф2. n библ. Иосиф3. n целомудренный юноша4. n ист. длинный женский плащ для верховой езды -
6 Mitchell, Reginald Joseph
SUBJECT AREA: Aerospace[br]b. 20 May 1895 Talke, near Stoke-on-Trent, Staffordshire, Englandd. 11 June 1937 Southampton, England[br]English aircraft designer.[br]He was the son of a headmaster who, when Mitchell was aged 6 years, set up his own printing business. Mitchell was apprenticed at the age of 16 to a locomotive builder in Stoke and also studied engineering, mechanics, mathematics and drawing at night-school. With the outbreak of war in 1914 he became increasingly interested in aircraft and in 1916 joined the Supermarine Aviation Works at Southampton. Such was his talent for aviation design that within three years he had risen to be Chief Engineer Designer. Initially Mitchell's work was concentrated on flying boats, but with the resurrection after the First World War of the biennial Schneider Trophy races for seaplanes he turned his attention increasingly to high-speed floatplanes. He first achieved success with his S-5 in the 1927 race at Venice and followed it up with further victories in 1929 and 1931 with the S-6 and S-6B, enabling Britain to win the trophy outright (See also Royce, Sir Frederick Henry). Using the experience gained from the Schneider Trophy races, Mitchell now began to design fighter aircraft. He was dissatisfied with his first attempt, which was to produce a fighter to an Air Ministry specification, and started afresh on his own. The result was the Supermarine Spitfire, which was to become one of the outstanding aircraft of the Second World War. Sadly, he died of cancer before his project came to full fruition, with the Spitfire not entering Royal Air Force service until June 1938. The success of Mitchell's designs was due to his ability to combine good engineering with aerodynamic grace.[br]Principal Honours and DistinctionsRoyal Aeronautical Society Silver Medal 1927. CBE 1931.Further ReadingRalph Barker, 1971, The Schneider Trophy Races, London: Chatto \& Windus.CMBiographical history of technology > Mitchell, Reginald Joseph
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7 Fox, James
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. c.1760d. 1835 Derby, England[br]English machine-tool builder.[br]Very little is known about the life of James Fox, but according to Samuel Smiles (1863) he was as a young man a butler in the service of the Reverend Thomas Gisborne of Foxhall Lodge, Staffordshire. His mechanical abilities were evident from his spare-time activities in the handling of tools and so impressed his employer that he supplied the capital to enable Fox to set up a business in Derby for the manufacture of machinery for the textile and lacemaking industries. To construct this machinery, Fox had to build his own machine tools and later, in the early nineteenth century, made them for sale, some being exported to France, Germany and Poland. He was renowned for his lathes, some of which were quite large; one built in 1830 has been preserved and is 22 ft (6.7 m) long with a swing of 27 in. (69 cm). He was responsible for many improve-ments in the design of the lathe and he also built some of the earliest planing machines (the first, it has been claimed, as early as 1814) and a gear-cutting machine, although this was apparently for cutting wooden patterns for cast gears. The business was continued by his sons Joseph and James (who died in 1859 aged 69) and into the 1860s by the sons of Joseph.[br]Further ReadingS.Smiles, 1863, Industrial Biography, London, reprinted 1967, Newton Abbot (makes brief mention of Fox).Letters relating to the invention of the planing machine can be found in Engineer 14 (1862): 189, 204, 219, 246 and 247.His lathes are described in: R.S.Woodbury, 1961, History of the Lathe to 1850, Cleveland, Ohio; L.T.C.Rolt, 1965, Tools for the Job, London; repub. 1986; W.Steeds, 1969, A History of Machine Tools 1700–1910, Oxford.RTS -
8 Porter, Charles Talbot
SUBJECT AREA: Steam and internal combustion engines[br]b. 18 January 1826 Auburn, New York, USAd. 1910 USA[br]American inventor of a stone dressing machine, an improved centrifugal governor and a high-speed steam engine.[br]Porter graduated from Hamilton College, New York, in 1845, read law in his father's office, and in the autumn of 1847 was admitted to the Bar. He practised for six or seven years in Rochester, New York, and then in New York City. He was drawn into engineering when aged about 30, first through a client who claimed to have invented a revolutionary type of engine and offered Porter the rights to it as payment of a debt. Having lent more money, Porter saw neither the man nor the engine again. Porter followed this with a similar experience over a patent for a stone dressing machine, except this time the machine was built. It proved to be a failure, but Porter set about redesigning it and found that it was vastly improved when it ran faster. His improved machine went into production. It was while trying to get the steam engine that drove the stone dressing machine to run more smoothly that he made a discovery that formed the basis for his subsequent work.Porter took the ordinary Watt centrifugal governor and increased the speed by a factor of about ten; although he had to reduce the size of the weights, he gained a motion that was powerful. To make the device sufficiently responsive at the right speed, he balanced the centrifugal forces by a counterweight. This prevented the weights flying outwards until the optimum speed was reached, so that the steam valves remained fully open until that point and then the weights reacted more quickly to variations in speed. He took out a patent in 1858, and its importance was quickly recognized. At first he manufactured and sold the governors himself in a specially equipped factory, because this was the only way he felt he could get sufficient accuracy to ensure a perfect action. For marine use, the counterweight was replaced by a spring.Higher speed had brought the advantage of smoother running and so he thought that the same principles could be applied to the steam engine itself, but it was to take extensive design modifications over several years before his vision was realized. In the winter of 1860–1, J.F. Allen met Porter and sketched out his idea of a new type of steam inlet valve. Porter saw the potential of this for his high-speed engine and Allen took out patents for it in 1862. The valves were driven by a new valve gear designed by Pius Fink. Porter decided to display his engine at the International Exhibition in London in 1862, but it had to be assembled on site because the parts were finished in America only just in time to be shipped to meet the deadline. Running at 150 rpm, the engine caused a sensation, but as it was non-condensing there were few orders. Porter added condensing apparatus and, after the failure of Ormerod Grierson \& Co., entered into an agreement with Joseph Whitworth to build the engines. Four were exhibited at the 1867 Paris Exposition Universelle, but Whitworth and Porter fell out and in 1868 Porter returned to America.Porter established another factory to build his engine in America, but he ran into all sorts of difficulties, both mechanical and financial. Some engines were built, and serious production was started c. 1874, but again there were further problems and Porter had to leave his firm. High-speed engines based on his designs continued to be made until after 1907 by the Southwark Foundry and Machine Company, Philadelphia, so Porter's ideas were proved viable and led to many other high-speed designs.[br]Bibliography1908, Engineering Reminiscences, New York: J. Wiley \& Sons; reprinted 1985, Bradley, Ill.: Lindsay (autobiography; the main source of information about his life).Further ReadingR.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his governor and steam engine).O.Mayr, 1974, "Yankee practice and engineering theory; Charles T.Porter and the dynamics of the high-speed engine", Technology and Culture 16 (4) (examines his governor and steam engine).RLH
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